WILSON BROTHERS l GO. 

<!C1VIL ENGINEERS^ 

JJrghitegts, # Consulting Engineers, 

-<3435 CHESTNUT STREETS 


PHILADELPHIA. 









LIBRARY OF CONGRESS. 


.©ojnjriirfrf Jj)n,. 

^v] 


Shelf. 


UNITED STATES OF A 


ASi ERICA. 






































THE BALDWIN HOTEL, BEACH HAVEN, NEW JERSEY. 

WILSON BROTHERS <fc CO. 

Civil ICngiueerg and Architects, 

Philadelphia, Pa. 


4? 






































JOSEPH M. WILSON 


FRED. G. THORN 


CIVIL ENGINEER 


CIVIL ENGINEER AND ARCHITECT. 


ARCHITECT. 


■<KI CATALOGUE OF WORK EXECUTED l> 


ACCOMPANIED BY ILLUSTRATIONS 


435 CHESTNUT STREET, 


PHILADELPHIA, PENNSYLVANIA, U.S.A 


l 










cr _ ^)i/>o 







v> 


cr 

'Q' 

<ri 


Wilson Brothers & Co., Civil Engineers. 


C I R C ULA R. 


)UR firm was organized on January 1, 1876. Pre- 
KiX vious to that time the individuals composing it 
had been engaged for over fifteen years, in the 
active practice of their respective professions, in the 
service of leading railroad companies. Recognizing the 
changes that had taken place in the business of the 
country, and believing that the time had arrived for 
combining the professions of engineering and archi¬ 
tecture in such a manner that corporations and indi¬ 
viduals could avail themselves of the best professional 
advice without having to maintain an expensive statf, 
we associated ourselves together and offered our ser¬ 
vices to the public. 

The theory of the organization was that there was 
a need for professional services, disconnected from and 
independent of the business of building or contracting; 

435 Chestnut Street, Philadelphia, Pa. 

May 1 , 1885 . 


that the two branches of business should be kept 
entirely separate, and that corporations and individuals 
prosecuting engineering and architectural work would 
recognize the importance of and necessity for profes¬ 
sional supervision distinct from the mechanical execution 
of the work. 

"W’e are not builders or contractors, but act strictly 
in a professional capacity. Having a large staff of as¬ 
sistants trained in their respective specialties, we are 
prepared to design and superintend the execution of 
any kind of engineering and architectural work. 

We have the pleasure of submitting a list of some 
of the principal items of work which have been exe¬ 
cuted by our firm, or by its members during their pro¬ 
fessional career, and refer to this work in asking for 
future recognition. 

WILSON BROTHERS & CO. 


SURVEYS MADE FOR RAILWAY LINES. 

PLANS AND SPECIFICATIONS FURNISHED FOR ROOFS, RAILWAY AND HIGHWAY BRIDGES, RAILWAY STATIONS, MACHINE SHOPS, 
ENGINE HOUSES, FACTORIES, PRIVATE DWELLINGS, CHURCHES, STORES, OFFICES, PRISONS, HOSPITALS, AND 
OTHER PUBLIC INSTITUTIONS, WATER-WORKS, SEWERAGE SYSTEMS, WHARVES, PIERS, 

AND ALL CLASSES OF ENGINEERING AND ARCHITECTURAL WORK. 


CONSTRUCTION OF WORK ATTENDED TO. 


EXAMINATIONS MADE OF RAILWAY, MINING, AND OTHER PROPERTIES. 


LTU 




4 


Wilson Brothers &. Co., Civil Engineers, 


ORGANIZATION. 


John A. Wilson, 


CIVIL ENGINEER. 


Member American Society of Civil Engineers. 

Member American Institute of Mining Engineers. 

Member Engineers' Club of Philadelphia, 


Joseph M. Wilson, 

CIVIL ENGINEER AND ARCHITECT. 

Member Institute of Civil Engineers (London, England). 

Member American Society of Civil Engineers. 

Member Engineers' Club of Philadelphia. 

Fellow American Institute of Architects. 


F. G. Thorn, 

ARCHITECT. 

Fellow American Institute of Architects. 


HENRY W. WILSON, 

CHIEF ENGINEER. 

Member American Society of Civil Engineers. 

WM. M. LEVERING, 

PRINCIPAL ASSISTANT ENGINEER. 

Member Engineers' Club of Philadelphia. 

HENRY A. MACOMB, 

PRINCIPAL ASSISTANT ARCHITECT. 


W. A. GARRIGUES, 

PRINCIPAL ASSISTANT ENGINEER IN CHARGE OP FIELD WORK. 

O. B. COLTON, 

PRINCIPAL ASSISTANT ENGINEER IN CHARGE OF CONSTRUCTION WORK. 

Member American Society of Civil Engineers, 

Member Engineers' Club of Philadelphia. 

CHAS. G. DARRACH, 

HYDRAULIC ENGINEER. 


Member American Society of Civil Engineers. 
Member Engineers' Club of Philadelphia. 









Architects, and Consulting Engineers. 


5 


JOHN A. 

Graduated as Civil Engineer at the Rensselaer Polytechnic 
Institute, Troy, N. Y., in 1856. In April, 1857, he was ap¬ 
pointed Topographer under Mr. John C. Trautwinc, on sur¬ 
veys in Central America for the Honduras Inter-Oceanic 
Railway. In 1858 entered the service of the Pennsylvania 
Railroad Company as Assistant Engineer; in 1860 was pro¬ 
moted to the position of Principal Assistant Engineer, and 
until 1864 was engaged in the construction of railroad shops, 
bridges, and branch railroads in the neighborhood of Philadel¬ 
phia. From 1861 to 1864 he also held the position of Chief 

JOSEPH ME. 

Graduated as Civil Engineer at the Rensselaer Polytechnic 
Institute in 1858; afterwards took a special course of study 
in Philadelphia for two years, under Dr. F. A. Genth, in Ana¬ 
lytical Chemistry; entered the service of the Pennsylvania 
Railroad Company, as Assistant Engineer, in 1860 ; from 1863 
to 1865 served as Resident Engineer on the Middle Division 
of the Pennsylvania Railroad, and in the latter year was ap¬ 
pointed Principal Assistant Engineer on the main line of the 
road in special charge of bridges. The title of his position 


WILSON 

I 

Engineer of the Junction Railroad in Philadelphia, a piece of 
work involving varied and heavy construction. From 1864 to 
1868 he occupied the position of Chief Engineer for the Penn¬ 
sylvania Railroad Company, lessee of the Philadelphia and 
Erie Railroad ; from 1868 to 1870, the position of Chief Engi¬ 
neer of Maintenance of Way on the main line of the Pennsyl¬ 
vania Railroad; and from 1870 to 1875, the position of Chief 
Engineer, in charge of construction of the Low Grade Division 
of the Allegheny Valley Railroad, and of branch roads for the 
Pennsylvania Railroad Company. 

WILSON 

was afterwards changed to that of Engineer of Bridges and 
Buildings, which position he has held continuously to the 
present date, its jurisdiction being very much enlarged from 
time to time to cover leased lines, etc. He was connected 
with the designing and construction of the most important 
buildings of the Centennial Exposition held at Philadelphia 
in 1876, and has made two visits to Europe, where he made 
a special study of hospital and prison construction, railway 
stations, bridges, etc. 


XJTJ-LTlJTnjTJTJTOJTriJTJTXLriJTJT/TJTJTJTJTJTrUTnjTJTJTJTJlJTJTXlJTJTJTJLrLrLnj 






irUXTlITJTJTJTJTJTJTJTJTJTJTJXnjTJTnjTJ - LJTJ - L 

Wilson Brothers & Co., Civil Engineers 


FRED G. THORN 


Studied his profession of Architect in the office of John Mc¬ 
Arthur, Jr., in Philadelphia. In 1857 he went to North Caro¬ 
lina, and practised his profession until 1861, when he returned 
to Mr. McArthur’s office, and was engaged during the war in 
the construction of military hospitals. From 1863 to 1864 
he was attached to the office of the Chief Engineer of the 


Pennsylvania Railroad at Altoona; from 1864 to 1868, was on 
the Philadelphia and Erie Bailroad, with John A. Wilson ; and 
from 1868 to 1876, was on the main line of the Pennsylvania 
Bailroad, with the Chief Engineer and Engineer of Bridges 
and Buildings. 


The members of the firm have all had a long and thorough 
training on the Pennsylvania Bailroad and connecting lines 
during a time when that company was building up its magnifi¬ 
cent system of roads, and in their various specialties have had 
extensive and varied experience in the location, construction, 
and management of railroads, and in the designing and con¬ 
structing of bridges, buildings, terminal facilities, and every¬ 


thing which goes to make up the plant of a first-class railway. 
Their practical connection with the maintenance and use of 
their work through a term of years, in addition to its first 
construction, has given them an unusual opportunity to be¬ 
come familiar with details, and has "enabled them, by their 
combination in one firm, to thoroughly cover a range of sub¬ 
jects not often brought together in one establishment. 











iriJTJTJTJTJTjTJTJTJTjTjajxriJTJxrmjTruTjaJiJ^^ 


ixirninjTJxnjTJTJTJTJxrinjTriJTJTmxm^^ 

Architects, and Consulting Engineers. 7 


STATEMENT 


SOME OF THE PRINCIPAL ITEMS OF WORK EXECUTED BY WILSON BROTHERS & CO. 


SINCE. JANUARY 1st, 18T0, 


INCLUDING SOME SPECIAL BRIDGES AND BUILDINGS DESIGNED BY THE MEMBERS 

OF THE FIRM PREVIOUS TO THAT DATE. 


PRIVATE RESIDENCES.-BRICK OR STONE. 


Residence of B. K. Jamison, Esq., No. 3912 Walnut St...Philadelphia. 
“ Joseph D. Potts, Esq., No. 3905 Spruce St.. “ 

“ Robert Gibson, Esq., No. 208 N. 34th St... “ 

“ J. J. Martin, Esq., No. 1901 Green St. “ 

“ William Marks, Esq., No. 2221 Green St... “ 

Residence of Thomas W. Sparks, Esq., No. 213 N. 33d 

Street. 

Residence of David D. Elder, Esq., No. 3504 Baring “ 

' Street. 

Residence of W. H. Wilson, Esq., No. 3501 Powelton 

Avenue. 

Residence of Hon. John Scott, No. 3804 Chestnut St. 

“ • F. G. Thorn, Esq., No. 205 N. 36th St. “ 

Residence of Edward H. Williams, Esq., No. 101 N. 33d 

Street. • . 

Residence of Theodore C. Engel, Esq., 16th St. above 

Jefferson St. . . 

Three Houses for Thomas B. Shriver, Esq., cor. Jeffer¬ 
son and Wellington Sts. 

Two Houses for W. H. Wilson, Esq., Nos. 302 and 304 

N. 35th St. 

Five Houses for H. S. Dickson, Esq., Falls of Schuyl¬ 
kill. “ 

Residence of Henry J. Rife, Esq., George’s Hill. 

“ J. P. Levan, Esq., Altoona.Pennsylvania. 


Residence of John H. Converse, Esq., Rosemont.Pennsylvania. 

Cottage for “ “ “ “ . 

Residence of Edward H. Williams, Esq., Rosemont. 

“ Edmund Smith, Esq., Villanova. 

“ Dr. Charles Brandis, Erie. 

“ F. J. Firth, Esq., Germantown. 

“ F. P. Weaver, Esq., Media. 

Residence of Division Superintendent and Resident En¬ 
gineer P. & E. R. R., Renovo. 

Residence of Dr. W. C. Powell, Bryn Mawr. 

Presbyterian Parsonage, Bryn Mawr. 

Residence of John F. Betz, Jr., Port Kennedy. 

“ Robert Pitcairn, Esq., Sbadyside. 

“ A. Hegewisch, Esq., Staten Island.New York. 

Residence of Professor of Astronomy, University of Vir¬ 
ginia.Virginia. 

Residence of R. M. Foresman, Esq., Williamsport.Pennsylvania. 

“ A. D. Lundy, Esq., Williamsport. “ 

“ Wm. H. Brown, Esq., Williamsport. “ 

“ Henry S. Snyder, Esq., Williamsport. “ 

Rectory for Trinity Episcopal Church, Williamsport. “ 

Residence of Governor Vance, Raleigh.North Carolina. 

“ Wm. Tucker, Esq., Raleigh. “ 

“ Mrs. Boylan, Raleigh. “ 

Wm. S. Battles, Tarboro’. “ 












































8 


Wilson Brothers & Co., Civil Engineers, 


PRIVATE RESIDENCES—FRAME. 


Seaside Cottage for Chas. T. Parry, Esq., Beach Haven....New Jersey. 

“ “ William Parry, Esq., Beach Haven.... “ 

“ “ George Burnham, Jr., Beach Haven... “ 

“ “ John A. Wilson, Esq., Beach Haven.. “ 

Five Seaside Cottages for Messrs. Craige & Brooks, At¬ 
lantic City. “ 

Seaside Cottage for D. A. Woelpper, Esq., Atlantic City.. “ 

“ “ H. P. Kremer, Esq., Atlantic City “ 

“ “ J. H. Forepaugh, Esq., Atlantic City.. “ 

“ “ Thomas B. Shriver, Esq., Spring Lake. “ 

Summer Eesidence of E. B. Warren, Esq., Green Island, 

Lake George...New York. 

Eesidence of Frank Thomson, Esq., Williamsport.Pennsylvania. 

“ G. Bedell Moore, Esq., Williamsport. 

“ F. J. Firth, Esq., Williamsport. 

“ Eobert AY. Smith, Esq., Williamsport. 

“ Mrs. A. K. McClure, Wallingford. 

“ Chas. G. Darracli, Esq., Eidley Park. 

“ C. H. Savidge, Esq., Eidley Park. 

“ E. T. Sanders, Esq., Kinzer’s. 

“ Mrs. E. Percival, Eadnor. 

“ G. C. Anderson, Esq., Ardmore. 

“ AV. P. Curl, Esq., Ardmore. 

“ E. B. Van Winkle, Esq., Paterson.New Jersey. 


Eesidence of Samuel C. Trimble, Esq., Penllyn.Pennsylvania. 

“ G. M. Todd, Esq., Burlington....,.New Jersey. 

“ E. C. Lowry, Esq., Staten Island.New York. 

Four Cottages for Terrence Donnelly, Esq., Staten 

Island. “ 

Twenty-three Houses for Panama Canal Co.Central America. 

Two Officers’ Houses, Hegewisch.Illinois. 

Two Workmen’s Houses, Hegewisch. “ 

Workmen’s Boarding-House, Hegewisch. “ 

Supervisor’s House for Penna. E. E. Co., Walls.Pennsylvania. 

AVorkingmen’s Houses for Penna. E. E. Co., Walls. “ 

Two Cottages for Eoanoke Stock-Yard Co., Eoanoke...Virginia. 

Twin Seaside Cottages for Eev. W. F. Paddock, Spring 

Lake.New Jersey. 

_ Superintendent’s Dwelling for Penna. E. E. Co., Ty¬ 
rone...Pennsylvania. 

Foreman’s Dwelling for Penna. E. E. Co., Beatty’s. “ 

“ “ “ “ Conemaugh.. “ 

“ “ “ “ Derry. “ 

“ “ “ “ Shadyside. “ 

Foreman’s Dwelling for Penna. E. E. Co., New Flor¬ 
ence. “ 

Agent’s Dwelling for Penna. E. E. Co., Cresson. “ 

“ “ “ “ McVeytown... “ 


STABLES. 


For B. K. Jamison, Esq., No. 3912 AValnut St.Philadelphia. 

Edward H. AVilliams, Esq., No. 101 N. 33d St. “ 

George Burnham, Esq., No. 2211 Green St. “ 

AV. H. Wilson, No. 3501 Powelton Ave. “ 

Union Transfer Co., Juniper and Eace Sts. “ 

Hon. AVayne MacVeagh, Brookfield......Pennsylvania. 

Edward H. AVilliams, Esq., Ilosemont. “ 

John H. Converse, Esq., Eosemont. “ 

Edmund Smith, Esq., A r illanova. “ 


For Mrs. A. K. McClure, Wallingford.Pennsylvania. 

“ The Keystone Hotel Co., Bryn Mawr. “ 

“ Dr. E. T. Sanders, Kinzer’s. “ 

“ State Hospital for the Insane, Norristown. “ 

For K. C. Lowry, Esq., New Brighton, Staten 

Island.New York. 

For G. M. Todd, Esq., Burlington.New Jersey. 

“ Union Transfer Co., Washington.District of Columbia. 



























































Architects, and Consulting Engineers. 


9 


PUBLIC INSTITUTIONS. 


State Hospital for the Insane, Norristown.Pennsylvania. 

State Industrial Reformatory, Huntingdon. “ 

New County Prison (in progress), Philadelphia. “ 

Presbyterian Hospital (three wards), Philadelphia. “ 

Presbyterian Orphanage (four cottages), Philadelphia.... “ 

Germantown Dispensary Hospital (one ward), Philadelphia “ 

Educational Home, Philadelphia. “ 

Divinity School of the Protestant Episcopal Church, 

Philadelphia. “ 

Pennsylvania Industrial Home for Blind Women, Phil¬ 
adelphia. “ 

Mission Building of the Episcopal Hospital, Philadelphia. “ 

Astronomical Observatory for United States Military 

Academy, West Point.New York. 

Leander McCormick Astronomical Observatory, Uni¬ 
versity of Virginia.Virginia. 

The Norman Williams Memorial Library, Woodstock...Vermont. 
Chapel, Library, and Dormitory, University of North 

Carolina, Chapel Hill.North Carolina. 


Conservatory and Lecture-Room, Ontario Agricultural 

College, Guelph.Canada. 

Court-House, Yanceyville.North Carolina. 

Trinity Protestant Episcopal Church, Williamsport.Pennsylvania. 

St. Andrew’s Protestant Episcopal Church, 36th and 

Baring Sts.Philadelphia. 

Seaside Memorial Chapel, Beach Haven.New Jersey. 

Protestant Episcopal Church, Greenville.North Carolina. 

Chapel for Divinity School of the Protestant Episcopal 

Church.Philadelphia. 

Sunday-School Building, St. James’ Protestant Episcopal 

Church, 22d and Walnut Sts. “ 

Sunday-School Building, St. James’ Church, Bristol.Pennsylvania. 

“ “ Wayne Station. “ 

German Reformed Church, Altoona. “ 

Baptist Church, Raleigh.North Carolina. 

Protestant Episcopal Church, Goldsboro’. “ 

Trinity Chapel, Williamsport.Pennsylvania. 


HOTELS. 


Bryn Mawr Hotel, Bryn Mawr.Pennsylvania. 

Renovo Hotel, Renovo. 

Trans-Continental Hotel, 44th St. and Elm Ave...Philadelphia. 

Philadelphia Stock-Yard Co.’s Hotel, 30th and Race Sts... 

Richmond and Danville R. R. Co.’s Hotel, Wolf Trap.Virginia. 


The Mountain House, Cresson Springs.Pennsylvania. 

The Sagamore, Green Island, Lake George.New York. 

The Baldwin, Beach Haven.New Jersey. 

Extension of the Logan House, Altoona.Pennsylvania. 


ALTERATIONS OF AND ADDITIONS TO BUILDINGS. 


Stores for Julia F. Pierson, Nos. 818 and 820 Chestnut St...Philadelphia. 

Store for G. W. Kendrick, Esq., 3d and South Sts. 

Store Front, No. 26 S. 7th St. 

Dwelling for John H. Converse, Esq., No. 241 N. 18th St... 

“ C. P. B. Jefferys, 3928 Walnut St. 

“ Henry K. Kelly, Esq., No. 233 S. 17th St. 

“ Chas. T. Parry, Esq., No. 1921 Arch St. 


Dwelling for J. N. DuBarry, Esq., No. 2017 Spruce St.Philadelphia. 

Dwelling for Frank McLaughlin, Esq., No. 3807 Chestnut 

Street. “ 

Dwelling for G. W. Kendrick, Esq., No. 3507 Baring St “ 

“ George Burnham, Esq., No. 2211 Green St “ 

“ R. M. Girvin, M.D., No. 3906 Walnut St. 

“ Wm. Thomson, M.D., No. 1502 Locust St.. 


^-y-^Lj-uTj-uTj-LrmjTJi/ir^ LjnrLTLrmjirLri^ 




















































10 


Wilson Brothers & Co., Civil Engineers, 


ALTERATIONS OF AND ADDITIONS TO BUILDINGS.-Continued. 


Dwelling for John A. Wilson, Esq., No. 302 N. 35th St....Philadelphia. 
Dwelling for Thomas B. Shriver, Esq., No. 1428 N. 16th 

Street... “ 

Dwelling for Henry M. Dechert, Esq., No. 3914 Walnut 


Street. “ 

Dwelling for John Jameson, Esq., Milford.New Jersey. 

“ B. D. T. Travis, Esq., Burlington. “ 

“ Josiali Bacon’s Estate, Torresdale.Pennsylvania. 

“ Thomas K. Kennedy, Esq., Chambersburg.... “ 

“ A. N. Turner, Esq., Parkesburg. “ 

“ G. C. Gardiner, Esq., Greenfield.Massachusetts. 

Cottage for J. M. Schoonmaker, Esq., Cresson.Pennsylvania. 

“ M. W. Watson, Esq., Cresson. “ 

“ G. W. Mullen, Esq., Cresson. “ 

Gate Lodge for John H. Converse, Esq., Bosemont. “ 

Offices for John C. Bullitt, Esq., No. 32 S. 3d St.Philadelphia. 

“ Lewis Stover, Esq., No. 36 S. 3d St. “ 


Building for Maxim Electric Light and Power Co., Chester 

and Maple Sts. 

Warerooms for William D. Rogers, Son & Co., No. 1009 
Chestnut St. 


STORES, WAREHOUSES, AND 

Stores and Warehouse for W. W. Hale, Esq., Philips- 

burg .Pennsylvania. 

Warehouse for the National Storage Co., Communipaw..New Jersey. 

Office Building for the Pittsburg, Cincinnati and St. 

Louis Railway Co., Pittsburg.Pennsylvania. 

Office Building for Messrs. A. M. & W. M. Puller, Jer¬ 
sey City.New Jersey. 

Office Building for Dr. C. R. Early, Ridgway.Pennsylvania. 

“ “ Dr. Theodore Poote, Yineland.New Jersey. 

Office Building for the Empire Transportation Co., 

Bradford.Pennsylvania. 

Office Building for the Russell & Irwin Manufacturing 

Co., New Britain.Connecticut. 


Mill Building for J. W. Supplee, Esq., Market St. above 


30th St.Philadelphia. 

Tenant House for William J. Howard, Esq., Spring Hill...Pennsylvania. 
Foundry Building for David S. Cresswell, Esq., 814 Race 

Street. .Philadelphia. 

Billiard Parlor for Jas. Donaldson, Esq., Filbert St. above 

Broad St..•. “ 

Alterations to Girard House, 9th and Chestnut Sts. “ 

“ Rink Building, 23d and Chestnut Sts. “ 

Alterations to United American Mechanics’ Hall, 4tli and 

George Sts. <i 

Alterations to Market House, 16th and Market Sts. “ 

Repairs to Tower of Synagogue, Broad and Green Sts. “ 

“ North Broad St. Presbyterian Church. “ 

“ M. E. Church, 20th and Jefferson Sts. “ 

“ Presbyterian Church, Walnut St. below 40th St. “ 

Dwelling House of A. L. Cram, Esq., Adams St., German¬ 
town. << 

Dwelling House of A. G. Shiffier, Williamsport.Pennsylvania. 

Alterations to United States Hotel, Atlantic City.....New Jersey. 

Extension of Lake Mahonk Hotel, Lake Mahonk.New York. 


MISCELLANEOUS BUILDINGS. 

Office Building for the Baldwin Locomotive Works, 500 

N. Broad St.Philadelphia. 

The Times Building, 8th and Chestnut Sts. « 

Banking House for Drexel & Co., 5th and Chestnut 


Streets. u 

Pennsylvania Warehousing Co.’s Building, Front and 

Lombard Sts. u 

Red Lion Market House, 2d and Noble Sts. << 

Fairmount Ave. Market House, Fairmount Ave. Wharf. “ 

Abattoir, Cooling Room, Barn, Office Building, etc., for 

the Philadelphia Stock-Yard Co. << 

Electrical Exhibition Building for the Franklin Insti¬ 
tute, 32d and Lancaster Ave. it 
















































Architects, and Consulting Engineers. 


11 


STORES, WAREHOUSES. AND MISCELLANEOUS BUILDINGS.-Continued. 


Store Building for Wm. Keinath, Esq., No. 924 Arch 

Street.Philadelphia. 

Store Building for Dr. Wm. Thomson, No. 804 Chest¬ 
nut St. “ 

Store Building for B. S. Janney, Jr., Nos. 121 and 123 

Market St. “ 

Banking House for Wm. M. Lloyd & Co., Altoona....Pennsylvania. 
Five Store Buildings for the Wernwag Estate, Nos. 

1709-1717 Chestnut St.Philadelphia. 

Three Store Buildings for A. J. Holman, Esq., Nos. 

1222-1226 Arch St. “ 

Banking House for Bank of North Carolina, Ealeigh..North Carolina. 
Forrest Concert Garden Co.’s Building, Broad and 


Master Sts.Philadelphia. 

Concert Garden Building, Belmont Ave.West Philadelphia. 


Greenhouse for Dr. E. H. Williams, 33d and Arch Sts. “ 

“ F. T. S. Darley, No. 1118 Chestnut St..Philadelphia. 

“ W.H. Wilson, No. 3501 Powelton Ave. “ 

“ Josiah Bacon, Torresdale.Pennsylvania. 

Extension of Penna. E. E. Co.’s General Office Build¬ 
ing, No. 233 S. 4th St.Philadelphia. 

Northern Central Kailway Co.’s General Office Build¬ 
ing, Baltimore.Maryland. 

Northern Central Kailway Co.’s General Office Build¬ 
ing, Canton. “ 

Frazer Burial Vault, Greenwood Cemetery, Brooklyn-New York. 


RAILROAD 

Penna. K. K Co.’s Passenger Station at Broad St.Philadelphia. 

Penna. E. E. 'Co.’s Passenger Station at 32d and Market 

Streets. 

Penna. E. E. Co.’s Passenger Station at Centennial 

Grounds. 

Penna. E. E. Co.’s Passenger Station at Girard Ave. 

« “ “ “ 52d St. “ 

“ “ Freight Station at Dock St. 


Stabrock Market House, Demerara.South America. 

Adams Express Co.’s Freight Depot, Pittsburg.Pennsylvania. 

Stockton Bath House Establishment, Cape May.New Jersey. 

Iron Eoofs for Depot of the Matanzas E. E.Cuba. 

Live Stock Exhibition Buildings for the Centennial 

Board of Finance.Philadelphia. 


Exhibition Building for the Empire Transportation 

Co., Centennial Exposition. “ 

Office Building for the Times Publishing Co., Centen¬ 
nial Exposition... 

Designs of Various Structures for Utilizing the Iron¬ 
work of the Main Building of the Centennial Ex¬ 
position. 

School House, Altoona.Pennsylvania. 

Dispatcher’s Office for the Penna. E. E. Co., Harris¬ 
burg. 

Switch Towers for the Penna. E. E. Co. 

Standard Signal Tower for the Penna. E. E. Co. 

Pumping Station at the Spring Garden Water- 

Work^.Philadelphia. 

Freight Sheds for the American Steamship Co , 

Christian St. Wharf. 

Freight Sheds for the Eed Star Steamship Co., Jersey 

City.New Jersey. 

Steamship Sheds for the New York, West Shore and 

Buffalo E. K. Co., Weehawken. “ 


STATIONS. 

/ 

Penna. E. E. Co.’s Passenger Station at foot of Courtland 

Street.New York City. 

Penna. E. E. Co.’s Emigrant Station at Pier 1, North 

Eiver. “ “ 

Penna. E. E. Co.’s Freight Station at Pier 28, North 

Eiver. 

New Jersey E. E. Co.’s Passenger Station at Jersey City..New Jersey. 

“ “ “ “ Eahway. “ 








































12 


Wilson Brothers & Co., Civil Engineers, 


RAILROAD STATIONS.-Continued. 


New Jersey R. R. Co.’s Passenger Station at New Bruns¬ 
wick (Suydam St.).New Jersey. 

Philadelphia and Trenton R. R. Co.’s Passenger Station at 

Tacony.I.Pennsylvania. 

Philadelphia and Trenton R. R. Co.’s Passenger Station at 

Holmesburg. “ 

Philadelphia and Trenton R. R. Co.’s Passenger Station at 

Borie’s. “ 

Philadelphia and Trenton R. R. Co.’s Passenger Station at 

Pierson’s. “ 

Philadelphia and Trenton R. R. Co.’s Freight Station at 

Trenton...New Jersey. 

Penna. R. R. Co.’s Passenger Station at Mantua.Philadelphia. 

“ “ “ “ Overbrook.Pennsylvania. 

“ “ “ “ and Dwelling at Elm. 

“ “ “ “ at Wynnewood. 

“ “ “ “ Ardmore. 

“ “ “ “ Bryn Mawr. 

“ “ Freight Station at Bryn Mawr. 

Penna. R. R. Co.’s Passenger Station and Dwelling at 

Villanova. 

Penna. R. R. Co.’s Passenger Station at Wayne. 

“ “ “ “ Berwyn. 

“ “ “ “ Paoli.”. 

Penna. R. R. Co.'s Passenger and Freight Station at 

Frazer. 

Penna. R. R. Co.’s Freight Station at Berwyn. 

“ “ “ “ Paoli. 

“ “ Passenger Station at West Chester. 

“ “• Freight Station at Downingtown. 

Penna. R. R. Co.’s Passenger Station and Dwelling at 

Coates ville. 

Penna. R. R. Co.’s Passenger and Freight Station at Gap.. 

“ “ Station at Mount Joy. 

“ “ “ McYeytown. 

“ “ “ Huntingdon. 


Tyrone. 

Bell’s Mills 
Altoona. 


Penna. R. R. Co.’s Passenger Station at Hollidaysburg.Pennsylvania. 

“ “ “ “ Wilmore. 

“ “ “ “ Walls. “ 

Penna. R. R. Co.’s Passenger Station and Dwelling at 

Turtle Creek. “ 

Penna. R. R. Co.’s Passenger Station at Bessemer. “ 


Braddock.. 

Hawkins... 

Edgewood., 


“ “ Homewood. 

“ “ Baldwin. 

“ “ Roup. 

“ “ Shadyside. 

Emigrant Station at Pittsburg. 

Penna. R. R. Co.’s Passenger and Freight Station at 

Bellevue. 

Penna. R. R. Co.’s Passenger and Freight Station at Oak¬ 


land. 


Penna. R. R. Co.’s Passenger and Freight Station at Ma¬ 
rietta. 

Penna. R. R. Co.’s Passenger and Freight Station at 

Watts. 

Penna. R. R. Co.’s Passenger and Freight Station at Grape- 

ville.. 

Penna. R. R. Co.’s Passenger Station and Dwelling at 

Mapleton..... 

Penna. R. R. Co.’s Freight Station at Mapleton. 

“ “ “ “ Columbia.. 

.“ “ Passenger Station at Columbia. 

“ “ Standard Shelters. 

“ “ “ Flag Stations. 

West Pennsylvania R. R. Co.’s Passenger Station at Clare¬ 
mont . 

West Pennsylvania R. R. Co.’s Passenger Station at Alle¬ 
gheny City. 

West Pennsylvania R. R. Co.’s Passenger Station at Sharps- 

burg... 

West Pennsylvania R. R. Co.’s Passenger Station at Alle¬ 
gheny Junction. 

































































.JTJTJTTLnJTJTJTJT^^ 


Architects, and Consulting Engineers. 



RAILROAD STATIONS.—Continued 


Northern Central Railway Co.’s Passenger Station 

at "Watkins.New York. 

Philadelphia and ErieR. R. Co.’s Passenger Station 

at Williamsport.Pennsylvania. 

Philadelphia and Erie R. E. Co.’s Passenger Station 

at Sunbury. “ 

Philadelphia and Erie R. R. Co.’s Passenger and 

Freight Station at Kane. “ 

Philadelphia and Erie R. R. Co.’s Passenger and 

Freight Station at Cameron. “ 

Allegheny Valley R. R. Co.’s Passenger Station at 

Brookville. “ 

Tyrone and Clearfield R. R. Co.’s Passenger Station 

at Clearfield. “ 

Milton and Centre Co. R. R. Co.’s Passenger Station 

at Reedsville. “ 

Lewisburg, Centre and Spruce Creek R. R. Co.’s 

Passenger and Freight Station at Mifflinburg... “ 

Baltimore and Potomac R. R. Co.’s Passenger Sta¬ 
tion at Washington.District of Columbia. 

Belvidere Delaware R. E. Co.’s Passenger Station 

at Lambertville.New Jersey. 

Belvidere Delaware R. R. Co.’s Passenger Station 

at Milford. “ 

Belvidere Delaware R. R. Co.’s Passenger Station 

at Trenton (Warren St.). “ 

Philadelphia and Long Branch R. R. Co.’s Passen¬ 
ger Station at Sea Girt. “ 

West Jersey R. R. Co.’s Passenger Station at Cape 

May. 

Syracuse, Geneva and Corning R. R. Co.'s Passen¬ 
ger Station at Watkins Glen.New York. 

North Pennsylvania R. R. Co.’s Passenger Station 

at Ashburn.Pennsylvania. 

Cumberland Valley R. R. Co.’s Passenger Station 

at Hagerstown.Maryland. 

New Yot-k, West Shore and Buffalo R. R. Co.’s Pas¬ 
senger Station (including Ferry Houses, Slips, 

Transfer Bridges, etc.) at Weehawken. New Jersey. 


^TJiJxriJTJxririJTJxr 
































































14 


Wilson Brothers & Co., Civil Engineers, 


RAILROAD STATIONS.-Continued 


At Weedsport.New York. 

“ Savannah. “ 

“ Clyde. “ 

“ Lyons.:. “ 

“ Newark. “ 

“ Point Gibson. “ 

“ Palmyra. “ 

“ Macedon. “ 

“ Pairport. “ 

“ Pittsford. “ 

“ Chili. “ 

“ Bergen. “ 

“ Bvron. “ 

“ Elba. “ 

“ Akron. “ 

“ Clarence Hollow. “ 

“ Bowmansville. “ 

New York and New England R. R. Co.’s Passenger Sta¬ 
tion at Boston.Massachusetts. 

Elizabeth City and Norfolk R. R. Co.’s Standard Pas¬ 
senger Station. 

Buffalo, Pittsburg and Western R. R. Co.’s Passenger 

Station at Oil City.Pennsylvania. 

Buffalo, Pittsburg and Western R. R. Co.’s Passenger 

Station at Dunkirk. “ 

Buffalo, Pittsburg and Western R. R. Co.’s Passenger 

Station at Kinzua. “ 

Buffalo, Pittsburg and Western R. R. Co.’s Freight Station 

at Kinzua. “ 

Buffalo, Pittsburg and Western R. R. Co.’s Freight Station 

at Dunkirk. << 

NEW YORK ELEVATED R. R. CO.’S PASSENGER STATIONS, AS FOLLOWSi 

One at South Ferry.*.New York. 

“ Hanover Square. “ 

“ Fulton and Pearl Sts. “ 

“ Franklin Square. “ 


One at Chatham Square.New York. 

“ City Hall. “ 

Two at Canal St. and Bowery. “ 

One at Grand St. “ 

Two at Houston St.. . “ 

“ 9th St. and 3d Ave. “ 

“ 14th St. and 3d Ave. “ 

“ 18th St. and 3d Ave. “ 

“ 23d St. and 3d Ave. “ 

“ 28th St. and 3d Ave. “ 

“ 34th St. and 3d Ave. “ 

One at 34th St. and East River. “ 

“ Grand Central Depot. “ 

Two at 42d St. and 3d Ave. “ 

“ 47th St. and 3d Ave. “ 

“ 53d St. and 3d Ave. “ 

“ 59th St. and 3d Ave. “ 

“ 67th St. and 3d Ave. “ 

“ 76th St. and 3d Ave. “ 

“ 84th St. and 3d Ave. “ 

“ 89th St. and 3d Ave. “ 

One at 99th St. and 3d Ave. “ 

Two at 106th St. and 3d Ave. “ 

“ 110th St. and 3d Ave. “ 

tl 116th St. and 3d Ave. “ 

“ 120th St. and 3d Ave. “ 

“ 125th St. and 3d Ave. “ 

One at 129th St. and 3d Ave. “ 

Two at Rector and Greenwich Sts... “ 

“ Courtland and Greenwich Sts. “ 

“ Barclay and Greenwich Sts. “ 

“ Warren and Greenwich Sts. “ 

“ Franklin and Greenwich Sts.:. “ 

“ Desbrosses and Greenwich Sts. “ 

“ Houston and Greenwich Sts. “ 

“ Christopher and Greenwich Sts. “ 

“ 14th St. and 9th Ave. “ 

“ 23d St. and 9th Ave. “ 









































































LTLTLnJ 


liTJiJxnjiJiJTXLnj^JTJiJTJTJxriJ^rLnjiJiJxririj^^ 

Architects, and Consulting Engineers. 15 - 


RAILROAD STATIONS.-Continued. 


Two at 30th St. and 9th Ave.New York. 

“ 34th St. and 9th Ave. “ 

“ 42d St. and 9tli Ave... “ 

“ 50th St. and 9th Ave.. “ 


Two at 59th St. and 9th Ave.New York. 

“ 72d St. and 9th Ave. “ 

“ 81st St. and 9th Ave. “ 


MACHINE SHOPS, FACTORIES, CAR SHOPS, Etc. 


Erecting Shop for the New York, West Shore and Buffalo 

R. R. Co. at New Durham.New Jersey. 

Thirty-three Stall Round House for the New York, West 

Shore and Buffalo R. R. Co. at New Durham. “ 

Twenty-two Stall Round House for the New York, West 

Shore and Buffalo R. R. Co. at Weehawken . “ 

Main Erecting Shop for the New York, West Shore and 

Buffalo R. R. Co. at Frankfort. “ 

Machine Shop for the New York, West Shore and Buffalo 

R. R. Co. at Frankfort. “ 

Foundry for the New York, West Shore and Buffalo R. R. 

Co. at Frankfort. “ 

Blacksmith Shop for the New York, West Shore and Buf¬ 
falo R. R. Co. at Frankfort. “ 

Planing Mill for the New York, West Shore and Buffalo 

R. R. Company at Frankfort. “ 

Sixty Stall Freight Car Repair Shop for the New York, 

West Shore and Buffalo R. R. Co. at Frankfort. “ 

Forty-four Stall Round House for the New York, West 

Shore and Buffalo R. R. Co. at Frankfort. 

Five Stall Engine House for the New York, West Shore and 

Buffalo R. R. Co. at Kingston.New York. 

Eight Stall Engine House for the New York, West Shore 

and Buffalo R. R. Co. at Coeyman’s. “ 

Five Stall Engine House for the New York, West Shore 

and Buffalo R. R. Co. at Syracuse. “ 

Eight StallEngine House for the New York, West Shore 

and Buffalo R. R. Co. at Newark. 

Sixty-six Stall Freight Car Erecting Shop for the New 

York, West Shore and Buffalo R. R. Co. at Buffalo. “ 


Twenty-two Stall Round House for the New York, West 

Shore and Buffalo R. R. Co. at Buffalo.New York. 

Blacksmith Shop for the New York, West Shore and Buf¬ 
falo R. R. Co. at Buffalo. “ 

Repair Shop for the New York, West Shore and Buffalo 

R. R. Co. at Buffalo. “ 

Twenty-two Stall Car Repair Shop for the New York, 

West Shore and Buffalo R. R. Co. at Buffalo. “ 

Machine Shop for the New York Elevated R. R. Co. at..New York City. 
Blacksmith Shop “ “ “ “ “ .. “ 

Boiler Shop “ “ “ “ “ .. “ 

Car Shops “ “ “ “ “ .. “ 

Paint Shop “ “ “ “ “ .. “ 

Engine House “ “ “ “ “ .. “ 

Storehouse and Office for the New York Elevated R. R. 

Co. at. “ 

Machine Shop for the Colorado Coal and Iron Co. at 

Pueblo.Colorado. 

Rolling Mill for the Colorado Coal and Iron Co. at 

Pueblo. “ 

Foundry for the Colorado Coal and Iron Co. at Pueblo.. “ 

Forty-four Stall Round House for the Allegheny Valley 

R. R. Co. at Verona.Pennsylvania. 

Machine Shop for the Allegheny Valley R. R. Co. at 

Verona. “ 

Car Shops for the Allegheny Valley R. R. Co. at Ve¬ 
rona. “ 

Blacksmith Shop for the Allegheny Valley R. R. Co. at 

Verona. “ 

Planing Mill for the Allegheny Valley R. R. Co. at Verona “ 







































16 


Wilson Brothers & Co., Civil Engineers, 


MACHINE SHOPS, FACTORIES, CAR SHOPS, Etc.-Continued. 


Stationary Engine House for the Allegheny Valley R. R. 

Co. at Verona.Pennsylvania. 

Machine Shop for the Rogers Locomotive Works at Pat¬ 
erson.New Jersey. 

Extension of Retort House for the Altoona Gas and Water 

Co. at Altoona.'..Pennsylvania- 

Barrel Factory for Messrs. Warden, Frew & Co. at Point 

Breeze.Philadelphia. 

Flue Mill for the Allison Manufacturing Co. at 32d and 

Walnut Sts. “ 

Freight Car Construction Shops for the United States 
Rolling Stock Co., consisting of Wood-Working Mill, 

Car Erecting Shop, Boiler House, Blacksmith Shop, 

Machine Shop, Car Truck Shop, General Store Build¬ 
ing, Paint and Oil Stores, and General Office Building 

at Hegewisch.Illinois. 

Machine Shop and Engine House for the Tyrone and Clear¬ 
field R. R. at Tyrone.Pennsylvania. 

Engine House for the Tyrone and Clearfield R. R. at 

Clearfield. “ 

Extension to Engine House for the Philadelphia and 

Erie R. R. at Sunbury. “ 

Roof Trusses for Rolling Mill for the Pencoyd Iron Works 

at Pencoyd. “ 

Planing Mill for William Nice, Jr., at.Philadelphia. 

Factory for A. J. Holman, Esq., Cuthbert St. above 12th St. “ 

Machine Shop for the Northern Central Railway Co. at 

Baltimore.Maryland. 

Blacksmith Shop for the Northern Central Railway Co. 

at Baltimore. “ 

Boiler Shop for the Northern Central Railway Co. at 

Baltimore. “ 

Foundry for the Northern Central Railway Co. at Balti¬ 
more. “ 

Office and Store Building for the Northern Central Rail¬ 
way Co. at Baltimore. “ 

Engine House for the Penna. R. R. Co. at Paoli.Pennsylvania. 

Steam Boiler and Pump House for the Penna. R. R. Co. 

at Columbia. “ 


Repair Shops for the Penna. R. R. Co. at Columbia...Pennsylvania. 
Forty-four Stall Round House for the Penna. R. R. 

Co. at Columbia.. “ 

Freight Car Repair Shop for the Penna. R. R. Co. at..West Philadelphia. 
Forty-four Stall Round House for the Penna. R. R. 

Co. at. “ 

Forty-four Stall Round House for the Penna. R. R. 

Co. at Harrisburg.Pennsylvania. 

Forty-four Stall Round House (No. 3) for the Penna. 

R. R. Co. at Altoona. “ 

Rebuilding Roof of Round House (No. 1) for the 

Penna. R. R. Co. at Altoona. “ 

Twenty-three Stall Round House for the Penna. R. R. 

Co. at Pittsburg. “ 

Thirty-eight Stall Round House for the Penna. R. li. 

Co. at Pittsburg. “ 

Forty-four Stall Round House for the Penna. R. R. 

Co. at Pittsburg. “ 

Locomotive Machine Shop Extension for the Penna. 

R. R. Co. at Altoona. “ 

Locomotive Blacksmith Shop Extension for the 

Penna. R. R. Co. at Altoona. “ 

Roof Trusses for Locomotive Erecting Shop for the 

Penna. R. R. Co. at Altoona. “ 

Main Roof for Iron Foundry for the Penna. R. R. Co. 

at Altoona. “ 

Passenger Car Shop for the Penna. R. R. Co. at 

Altoona. “ 

Freight Car Shop for the Penna. R. R. Co. at 

Altoona. “ 

Machine Cabinet Shop for the Penna. R. R. Co. at 

Altoona. “ 

Paint and Upholstery Shop for the Penna. R. R. Co. 

at Altoona. “ 

Blacksmith Shop for the Penna. R. R. Co. at Altoona. “ 

Engine and Boiler House for the Penna. R. R. Co. at 

Altoona. “ 

Planing Mill for the Penna. R. R. Co. at Altoona. “ 

Lumber Shop and Sheds for the Penna. R. R. Co. 


•LnjumjTJTnjinjTJTJTJTJTJTJTriJTJTJTJinjirLnjTnnjTJTri^^ 











































Architects, and Consulting Engineers. 


17 


MACHINE SHOPS, FACTORIES, CAR SHOPS, Etc.-Continued. 


Drying House for the Penna. E. E. Co. at Altoona.Pennsylvania. 

Paint Stores for the Penna. E. E. Co. at Altoona. “ 

Office and Store Boom for the Penna. E. E. Co. at 

Altoona. “ 

Stable and Pire Engine House for the Penna. E. E. Co. at 

Altoona. “ 

Maintenance of Way Blacksmith and Machine Shop for 

the Penna. E. E. Co. at Altoona. “ 

Maintenance of Way Carpenter Shop for the Penna. E. E. 

Co. at Altoona. “ 

Maintenance of Way Paint and Tin Shop for the Penna. 

E. E. Co. at Altoona. 

Maintenance of Way Store House and Office for the Penna. 

E. E. Co. at Altoona. 

Oil House for the Penna. E. E. Co. at Altoona. “ 

“ “ “ “ West Philadelphia. “ 

“ “ “ “ Pittsburg. “ 

Grain Warehouse for the Penna. E. E. Co. at West 
Philadelphia. 


Car Shed for the Penna. E. E. Co. at Huntingdon.Pennsylvania. 

Storehouse for the Penna. E. E. Co. at West Philadelphia 

Shops. 

Machine Shop for the Philadelphia and Erie E. E. Co. at 

Kane. 

Blacksmith Shop for the Philadelphia and Erie E. E. Co, 

at Kane. 

Bound House for the Philadelphia and Erie E. E. Co. at 

Kane... 

Boiler and Engine House for the Philadelphia and Erie 

K. K. Co. at Kane. 

Machine Shop for the Philadelphia and Erie K. E. Co. at 

Erie... 

Blacksmith Shop for the Philadelphia and Erie E. E. Co. 

at Erie. 

Bound House for the Philadelphia and Erie E. E. Co. at 

Erie. 

Boiler and Engine House for the Philadelphia and Erie 
E. E. Co. at Erie. 


EXPERT WORK. 


Shop Inspection of Bridges for Adelaide and Nairne Bail¬ 
way .Australia. 

Shop Inspection of Iron AVork for Nowra Bridge. “ 

Shop Inspection of Iron AA r ork for Bridges on the New 
York, Pennsylvania and Ohio E. E. 

Shop Inspection of Broad Eiver Bridge for Greenville and 
Columbia E. E. Co. 

Shop Inspection of Bridges for New York and New Eng¬ 
land E. E. Co. 

Eeport on Site for New City Prison.Philadelphia. 

« “ Middle Penitentiary.,.Pennsylvania. 

“ Canastota, Cazenovia and De Buyter E. E. 

“ Indianapolis and Springfield E. E. 

“ St. Louis and Danville E. E. 


L. o 

^"U-UTj-UXnjTJTJlJTTUlJTJTJLJlJTJTJTJTJLJlJTJTJTJTJlJlJTJTJTJT/lJ^ 


Eeport on Eeadjustment of Tracks, Yards, Stations, etc., 
between the Various Eailroads Centreing at Willi- 
mantic.Connecticut. 

Eeport on Eelocation of Eailroads and Stations in the 

City of Providence.Ehode Island. 

Eeport on Property of the Clifton Hydraulic Alining Co.Arizona. 

“ Bituminous Coal Property in Clinton County.Pennsylvania. 

“ “ “ “ Allegheny County, “ 

Eeport on Vosburg Tunnel, Lehigh Valley E. E. 

“ Steam Supply for Cities. 

Eeport on Eoof Trusses for Union Passenger Depot, 

Cleveland.Ohio. 

Eeport on Bridge over Neshaminy Creek for Bristol 

Turnpike Co.Pennsylvania. 


UTJTJTJTJTJTJTTLTLri 





































18 


Wilson Brothers & Co., Civil Engineers, 


EXPERT WORK.—Continued. 


Eeport on Bridges on Cumberland Valley E. E. 

Eeport on Wissahickon Creek Bridge, Philadelphia and 
Norristown E. E. 

Eeport on Construction of City Hall.Philadelphia. 

“ Plant for Plate Glass Works, Huntingdon.Pennsylvania. 

Eeport on Trestle Work, etc., for the Cannelton Coal 

Co.West Virginia. 

Eeport on Drawbridge for Camden and Atlantic E. E. 

Co. 

Eeport on Plans for Cuyahoga Creek Bridge, for Lake 
Shore and Michigan Southern E. E. Co., Cleve¬ 
land .Ohio. 

Eeport on Tunnel and Passenger Station, St. Louis.Missouri. 

Heating Apparatus for Building, and Designs for Music 

Hall for Wm. Pickhardt, 5th Ave. and 74th St.New York City. 

Consultation Eelative to Plans for Bridge over Schuyl¬ 
kill Eiver at Market St.Philadelphia. 

Consultation Eelative to Strengthening Bridge over 

Schuylkill Eiver at Chestnut St. “ 

Consultation Eelative to Condition of Iron Structures of 

the Elevated E. E.New York City. 

Consultation Eelative to Proposed Bridge over Hudson 

Eiver at Peekskill.New York. 

Consultation Eelative to Arranging Approaches of East 

Eiver Suspension Bridge.New York City. 


Annual Inspection during the past nine years, by Joseph M. Wilson, of 
all Bridges on the Lines of Bailway East of Pittsburg and Erie, 
owned, controlled, or operated by the Penna. E. E. Co. in the 
States of New York, Pennsylvania, New Jersey, Delaware, Mary¬ 
land, and Virginia. 

JOHN A, WILSON HAS BEEN CONNECTED, AS EXPERT WITNESS OR OTHERWISE, 
WITH THE LITIGATION IN THE FOLLOWING CASES, VIZ.s 

East Park Eeservoir Case.Philadelphia. 

Hart Creek Sewer Case. “ 

Accident on Pickering Valley E. E.Pennsylvania. 

AND RAILROAD GRADE CROSSINGS CASES, AS FOLLOWS; 

New York, Lackawanna and Western E. E. vs. New York, 

Lake Erie and Western E. E. at Buffalo..New York. 

New York, Lackawanna and Western E. E. vs. Lake 

Shore and Michigan Southern E. E. at Buffalo. “ 

Lehigh Valley E. E. Co. vs. New York Central E. E. Co. 

at Buffalo. “ 

North and West Branch Eailway vs. Catawissa E. li.Pennsylvania. 

Shamokin, Sunbury and Lewisburg E. E. vs. Northern 

Central Eailway at Sunbury.. “ 

Catawissa E. E. vs. Philadelphia and Erie E. E. “ 

Pottsville and Malianoy E. E. vs. Philadelphia and Bead¬ 
ing E. E. at Pottsville. “ 


RAILROADS, Etc. 


DURING THE PAST FEW YEARS JOHN A, WILSON HAS ACTED AS CHIEF 
ENGINEER FOR THE FOLLOWING RAILROADS! 

North and West Branch Eailway.Pennsylvania. 

Staten Island Eapid Transit E. B., Staten Island.New York. 

Bellefonte and Buffalo Eun E. E.Pennsylvania. 

Nittany Valley and Southwestern E. E. “ 

Columbia and Sullivan County E. E. “ 

Pittston and Hawley E. E. (Location). “ 


TOPOGRAPHICAL SURVEYS AND MAPS HAVE BEEN MADE OF PROPERTIES AT 

Bryn Mawr. .Pennsylvania. 

Norristown. “ 

Eosemont. << 

Villanova. “ 

Near Germantown. “ 

Fort Washington. “ 

Green Island, Lake George.New York. 

Thompson’s Point.New Jersey. 








































Architects, and Consulting Engineers. 


19 


MISCELLANEOUS WORK. 


Wharf on Delaware River, below Tasker St., for the Hol¬ 
lingsworth Estate.Philadelphia. 

Wharf at Lazaretto for the Board of Health of the City. “ 

Steamboat Landing at Green Island, Lake George.New York. 

Trestle Work for the Construction of the City Hall, Broad 

and Market Sts...Philadelphia. 

Design of Hoisting Machinery for Tower of City Hall, 

Broad and Market Sts. “ 

Fire Escape at Continental Hotel. “ 


Fire Escape at Children’s Home, 40th and Baring Sts.Philadelphia. 

Design for Terminal of the New York, West Shore and 
Buffalo ft. It. Co., including arrangement of Yard, 

Tracks, Piers, Docks, Buildings, etc., at Weehawken...New Jersey. 
Design for Terminal of New York and New England B. B. 

at South Boston.Massachusetts. 

Design for Terminal of Camden and Atlantic Bailroad at 

Camden.New Jersey. 













20 


Wilson Brothers & Co., Civil Engineers, 


IR; ^ ILIR; O .A. 3D BRIDGES. 

IRON TRUSSES. 


LOCATION. 


OWNER. 


Pine Creek, near Allegheny City, Pa. 

Gwynn’s Falls. 

Susquehanna Canal, East of Rockville, Pa. 

Bridge over Allegheny Avenue, Philadelphia.. 

Manayunk, Pa... 

Phoenixville, Pa. 

Mt. Clare Viaduct, Pa. 

Schuylkill River, Reading, Pa. 

Little Dam, Pa... 

Poplar Neck, Pa. 

Monocacy, Pa. 

Connellsville, Pa... 

Darby Creek, Pa. 

Mayland’s Creek, Pa. 

Chester Creek, Pa. 

Jones’s Falls, Baltimore. 

Bridge No. 15. 

Arsenal, Philadelphia. 

Bridge over Girard Avenue, Philadelphia. 

Communipaw, N. J. 

Bridge over Montgomery Avenue, Jersey City. 
“ Johnson’s “ “ 

“ Pacific “ “ 

“ Wayne Street, Jersey City. 

“ Academy Street, “ . 

“ Garrabraut Street, “ . 

Oil City, Pa. 

Mahoning Creek, Pa. 

Perequilio River, Mexico. 

Chinos “ “ . 

Armeria “ “ . 

Comala “ “ . 

Colima “ “ . 

Bridge No. 8.. 

“ “ 11. 

“ “ 27. 

“ “ 28. 

Standard, 100 feet opening. 

“ 150 “ “ (Deck). 

“ 150 “ “ (Through). 

French Broad River, N. C. 

Staunton River, Va. 

Blackstone Canal, Mass. 

Morrisville, Pa. 


West Pennsylvania R. R. 

Baltimore and Potomac R. R. 

Pennsylvania R. R. 

Philadelphia, Germantown and Chestnut Hill R. R. 
Pennsylvania Schuylkill Valley R. R. 


Southwest Pennsylvania R. R. 

Philadelphia, Wilmington and Baltimore R. R.. 

Junction R. R. 

Philadelphia, Wilmington and Baltimore R. R., 

Northern Central Railway. 

Tyrone and Clearfield R. R. 

Pennsylvania R. R.... 

Connecting Railway.. 

National Storage Co. 


Allegheny Valley R. R... 

“ “ << 

Mexican National Construction Co. 


Western North Carolina R. R. 

Richmond and Danville R. R. 

New York and New England R. R. 
Philadelphia and Trenton R. R. 


No. of 
Spans. 

No. of 
Tracks. 

Total 

Length. 

Total 

Length Single 
Track. 



Feet. 

Feet. 

i 

2 

110 

220 

4 

2 

510 

1020 

1 

2 

114 

228 

3 

2 

258 

516 

11 

2 

1189 

2378 

5 

2 

838 

1676 

4 

2 

380 

760 

4 

2 

682 

1364 

5 

2 

725 

1450 

6 

2 

788 

1576 

1 

2 

194 

388 

4 

i 

480 

480 

1 

2 

155 

310 

1 

2 

132 

264 

1 

2 

158 

316 

1 

3 

156 

408 

2 

1 

290 

290 

2 

1 

382 

382 

i 

2 

130 

260 

o 

2 

380 

772 

i 

2 

112 

224 

i 

2 

100 

200 

i 

2 

150 

300 

i 

2 

85 

170 

i 

2 

75 

150 

i 

2 

62 

124 

8 

i 

685 

685 

2 

i 

316 

316 

1 

i 

138 

138 

1 

i 

154 

154 

4 

i 

830 

830 

1 

i 

138 

138 

1 

i 

104 

104 

1 

i 

67 

67 

1 

i 

58 

58 

1 

i 

67 

67 

1 

i 

67 

67 

1 

i 

106 

106 

1 

i 

157 

157 

1 

i 

157 

157 

1 

i 

268 

268 

4 

i 

606 

606 

1 

2 

122 

244 

4 

2 

228 

456 















































































































Architects, and Consulting Engineers. 


21 



IRON TRUSSES. Continued 


Total 

Length Single 
Track. 


No. of 
Tracks. 


Total 

Length, 


LOCATION. 


OWNER. 


Pennypack Creek. 

Monongahela River, Port Perry, Pa. 

“ “ Brownsville, Pa. 

Susquehanna River, Harrisburg, Pa. 

Downingtown, Pa.. 

Raritan River, New Brunswick, N. J.... 
Bridge No. 27, north of Baltimore, Md 


Philadelphia and Trenton R. R. 

Pittsburg, Virginia and Charleston R. R 

It It (( (t 

Pennsylvania R. R. 

It tt 

New Jersey R. R. . 

Northern Central Railway. 


“ “ 123, “ York, Pa. 

“ “ 13G, “ “ “ . 

Little Juniata, No. 1, west of Spruce Creek, Pa, 


Pennsylvania R. R 


Middletown Canal Bridge, Middletown, Pa. 

Schuylkill River, Philadelphia, Pa. 

Bridge over Thirtieth Street, Elevated R. R., Philadelphia... 

Canal, Wrightsville, Pa. 

Big Pautuxent, south of Baltimore, Md...... 

Patapsco River, “ “ “ . 

Little Pautuxent. 

Ridley Creek. 

Bolivar, Pa. 

Salina. 

Morris Canal. 

Bridge over Philadelphia and Reading R.R., Philadelphia, Pa 

Delaware River, Trenton, N. J. 

Big Conestoga Creek. 

Coatesville, Pa. 

Mayes River, near Huntingdon, Pa. 

Little Juniata, No. 5. 


Baltimore and Potomac R. R 


Philadelphia, Wilmington and Baltimore R. R. 

West Pennsylvania R. R. 

K ‘a ii .. 

Belvidere Delaware R. R. 

Philadelphia, Germantown and Chestnut Hill R. 11 

Trenton Delaware Bridge Co. 

Pennsylvania R. R. 


Bridge over Conemaugh, at Johnstown, Pa. 

Summerhill Bridge. 

Vandevander’s Bridge. 

Turtle Creek “ . 

Garver’s “ . 

Shaver’s Creek “ . 

Bridge over Thirtieth St., north of Market St., Philadelphia 

Mount Union Bridge, over Juniata River, Pa. 

Fiftieth Street Bridge, Philadelphia. 

Fast Span Monongahela River Bridge, Pittsburg, Pa. 

Bailey’s Bridge. 

ruTJTJTJTJTJlXUTnjTJTJTJlJTJTJTTlJlJTJTJTnjTrLrLflJTJlJTXLJlJtTUlJTJTJlJTJTTUTJ 


Pittsburg, Cincinnati and St. Louis Railway 



























































































































UTJTJTTLmTrurrinj^^ 


22 


Wilson Brothers & Co., Civil Engineers, 


RAILROAD BRIDGES. 

PLATE GIRDERS. 


LOCATION. 


Thirty-fifth Street, Philadelphia, Pa. 

Schalk’s Farm, N. J.. 

Shuman’s, west of Huntingdon, Pa. 

Bear Road, Pa. 

Rockville Canal, near Harrisburg, Pa. 

Brunswick Street, Jersey City, N. J. 

Approach Raritan River Bridge, New Brunswick, N. J. 

Neshaminy Creek, Pa. 

Br' " “ 


dge No. 23, north of Baltimore, Md. 
32, 


33, 

30, 

37, 

39, 

40, 

57, 

58, 

84, 

95, 

no, 

149, 

159, 

James Street, Belvidere, N. J. 

North Water Street, Belvidere, N. J. 

South “ “ “ . 

Rogue’s Harbor, south of Baltimore, Md. 

Herbert’s Run, “ “ “ . 

Gwynn’s “ near Baltimore, Md. 

Beaver Dam. 

Bridge over Grove Street, Jersey City, N. J. 

“ Henderson Street, “ “ . 

“ Jersey Avenue, “ “ . 

Cole Street, “ “ . 

Monmouth Street, “ “ . 

“ Erie Street, “ “ . 

Coleman’s Run, N. J. 

Canal, west of Middletown, Pa. 

Juniata Creek, Duncannon, Pa. 

East Approach Schuylkill River Bridge, Philadelphia. 
"West “ “ “ “ “ 

Rahway, N. J. 

“ Creek, N. J... 

Approach to Little Juniata, No. 1. 

Bridge over Fifteenth Street, Philadelphia, Pa. 


a 

a 


OWNER. 


Pennsylvania R. R... 

Trenton Branch U. N. J. R. and C. Co. 
Pennsylvania R. R. 


New Jersey R. R. 


Philadelphia and Trenton R. R. 
Northern Central Railway. 


Belvi 


dere Delaware R. R.. 

U ll 


Baltimore and Potomac R. R. 


Harsimus Branch Pennsylvania R. R. 


Trenton Branch U. N. J. R. and C. Co. 
Pennsylvania R. R. 


New Jersey R. R.... 

it ti a 

Pennsylvania R. R.. 
a a 


No. of 
Spans. 

No. of 
Tracks. 

Total 

Length. 

Total 

Length Single 
Track. 



Feet. 

Feet. 

3 

7 

77 

539 

1 

2 

25 

50 

6 

2 

310 

620 

1 

4 

22 

88 

2 

2 

126 

252 

1 

2 

29 

58 

17 

2 

445 

890 

4 

2 

282 

564 

1 

2 

54 

108 

1 

2 

60 

120 

1 

2 

67 

134 

1 

2 

33 

66 

1 

2 

68 

136 

1 

2 

82 

164 

1 

2 

33 

66 

1 

2 

40 

80 

2 

2 

61 

122 

5 

2 

172 

344 

3 

2 

73 

146 

1 

1 

56 

56 

1 

2 

30 

60 

3 

2 

175 

350 

3 

i 

54 

54 

3 

i 

59 

59 

1 

i 

29 

29 

1 

2 

55 

110 

1 

2 

71 

142 

1 

2 

45 

90 

1 

2 

70 

140 

1 

2 

68 

136 

1 

2 

68 

136 

1 

2 

90 

180 

1 

2 

69 

138 

1 

2 

69 

138 

1 

2 

69 

138 

1 

4 

32 

128 

1 

2 

84 

168 

3 

2 

125 

250 

30 

3 

1497 

4491 

14 

3 

646 

1938 

1 

4 

19 

76 

6 

4 

260 

1040 

1 

2 

45 

90 

1 

8 

53 

424 

























































































































.nJTJTJTJTJTJ-UTJTJTJTJTJTJlJTJTJTJTJlJTmTnJT^ 


rmJTJTJTJTJTJTJTTlJTJTJTJTJT^ 

Architects, and Consulting Engineers. 23 


LOCATION. 


ID^YIIjIEEO-AID BRIDGES. 

PLATE GIRDERS.—Continued. 

OWNER. 


Bridge over Sixteenth Street, Philadelphia, Pa. 

Pohatcong Road, N. J. 

Andover Furnace, “ . . 

Alexauken Creek, “ . 

Pequest “ “ . 

Bridge No. 31, at Hoffman’s, N. J. 

Assanpink, No. 1, N. J. 

“ “ “ . 

Paul Street, Belvidere, N. J. 

Bridge over Delaware Extension Pennsylvania R. R., Phila.. 

“ Fifty-second Street, Philadelphia. 

Hollidaysburg, Pa. 

Juniata Street, Tyrone, Pa. 

Bridge for Fourth Track, Ardmore, Pa. 

“ “ “ Litzenberg, Pa. 

“ “ “ Haverford Station, Pa. 

“ “ “ No. 28, Pa. 

“ “ “ County Line, Pa. 

Braddock’s Crossing, Pa. 

Strickler’s, Pa. 

Wolf’s, Pa... 

Bridge over York Avenue, Philadelphia. 

Germantown Junction, “ 

Bridge over Broad Street, “ . 

“ Poplar “ “ . 

“ Girard Avenue, “ (Approaches). 

Rock Run. 

Approaches to Manayunk Bridge. 

Bridge over Wynnefield Avenue, Philadelphia. 

“ Jefferson Street, Philadelphia. 

Germantown Junction, Philadelphia. 

Bridge over Sixteenth Street, Philadelphia. 

“ Phila. and Reading R. R., Phila. (Approaches).. 

“ Twenty-first Street, Philadelphia. 

“ Twenty-second Street, “ . 

“ Richmond Branch of Phila. and Reading R. R.. 

“ Rittenhouse Street, Germantown, Pa. 

“ Harvey “ “ “ . 

“ Green “ “ “ . 

“ Carpenter “ “ “ . 

“ Mount Pleasant Avenue, “ “. 

Cresheim Creek Crossing. 

Bridge over Union Avenue, Germantown, Pa. 

Tacony Street, Philadelphia. 


Pennsylvania R. R. 

Belvidere Delaware R. R.. 

U it It 


Pennsylvania R. R.. 


Connecting Railv 


vay. 


Columbia and Port Deposit R. R. 

Pennsylvania Schuylkill Yalley R. R. 

U It It it 


Philadelphia, Germantown and Chestnut Hill R. R. 

It {t 


Philadelphia and Trenton R. R.. 


No. of 
Tracks. 

Total 

Length. 

Total 

Length Single 
Track. 


Feet. 

Feet. 

10 

55 

550 

i 

70 

70 

i 

25 

25 

i 

98 

98 

i 

158 

158 

i 

110 

110 

2 

65 

130 

2 

99 

198 

1 

76 

76 

2 

190 

380 

5 

55 

275 

2 

104 

208 

1 

66 

66 

1 

29 

29 

1 

27 

27 

1 

27 

27 

1 

28 

28 

1 

28 

28 

2 

57 

114 

4 

66 

264 

4 

28 

112 

4 

76 

304 

2 

74 

148 

• 4 

142 

568 

2 

120 

240 

2 

26 

52 

1 

36 

36 

2 

355 

710 

2 

106 

212 

2 

76 

152 

2 

79 

158 

2 

115 

230 

2 

257 

514 

2 

69 

138 

2 

122 

244 

2 

74 

148 

2 

57 

114 

2 

58 

116 

2 

81 

162 

2 

74 

148 

2 

64 

' 128 

2 

434 

868 

2 

60 

120 

5 

63 

252 


































































































24 


Wilson Brothers & Co., Civil Engineers, 


RAILROAD BRIDGES. 

PLATE GIRDERS, Continued. 


LOCATION. 


Big Chiques, Pa. 

Little “ “. 

Brandywine Creek, Del .. 
Bristol Canal Bridge, Pa.. 


“ Mill Race 

Bridge over Sutherland A venue, Philadelphia. 

“ Beach Creek, Clearfield and S. W. li. R. 

“ Gay Street, Baltimore, Md. 

“ Philadelphia Pike, Baltimore, Md. 

“ Broadway, Baltimore, Md. 

Mount Clare Approach to Phcenixville Bridge. 

Bridge over Fountain Street. 

“ Parker “ . 

“ Main “ Phcenixville. 

“ Lancaster Road. 

“ Furnace Street, Birdsboro’. 

“ Cinder “ “ . 

“ Franklin “ Reading. 

“ “ Avenue, Norristown. 

Approach to Schuylkill River Bridge, Reading. 

“ Little Dam Bridge. 

“ Poplar Neck “ . 

Bridge over Wilmington and Northern R. R., near Naomi, Pa. 

“ Thirty-fifth Street, Philadelphia. 

“ Park Drive, Philadelphia. 

“ Landsdowne Drive, Philadelphia. . 

Bridge No. 1. 

.< (C 9. 

<■ “ i2. 

“ “ 13 .. 

“ “ 14. 

“ “ 38. 

Standard, 15 feet opening. 

U 26 “ “ . 

“ 30 “ “ . 

“ 50 “ “ . 

Near Phillipshurg, N. J. 

Near Marshall, Texas. 

Over Haverford Street, Philadelphia. 

Near Fifty-second Street, “ . 

Bridge No. 4, Little Juniata, west of Spruce Creek, Pa. 

Little Conestoga. 

Conewago. 

Conemaugh.'. 


OWNER. 


Pennsylvania R. R„ 


Philadelphia, Wilmington and Baltimore R. R.. 
Philadelphia and Trenton R. R. 


Pennsylvania R. R. 

Bald Eagle Valley R. R. 
Union R. R. 


Pennsylvania Schuylkill Valley R. R. 

u u u * u 


Junction R. R. 


Mexican National Construction Co. 


Belvidere Delaware R. R. 
Texas and Pacific R. R ... 
Pennsylvania R. R.. 


No. of 
Spans. 

No. of 
Tracks. 

Total 

Length. 

Total 

Length Single 
Track. 



Feet . 

Feet . 

4 

2 

287 

287 

2 

2 

141 

141 

3 

2 

150 

300 

1 

4 

87 

348 

1 

4 

40 

160 

1 

1 

80 

80 

1 

2 

28 

56 

1 

2 

56 

112 

1 

2 

72 

144 

3 

2 

• 139 

278 

1 

2 

74 

148 

1 

2 

47 

94 

1 

2 

56 

112 

2 

2 

103 

206 

1 

2 

66 

132 

1 

2 

63 

126 

1 

2 

46 

92 

1 

2 

80 

160 

1 

2 

36 

72 

1 

2 

60 

120 

1 

2 

82 

164 

1 

2 

67 

134 

1 

2 

73 

146 

3 

1 

78 

78 

1 

3 

33 

99 

1 

2 

79 

158 

1 

i 

29 

29 

1 

i 

33 

33 

1 

i 

54 

54 

1 

i 

49 

49 

1 

i 

49 

49 

1 

i 

34 

34 

1 

i 

19 

19 

1 

i 

29 

29 

1 

i 

33 

33 

1 

i 

54 

54 

1 

2 

27 

54 

1 

1 

54 

54 

1 

8 

57 

456 

1 

2 

36 

72 

5 

2 

267 

534 

1 

2 

66 

132 

3 

2 

119 

238 

2 

2 

132 

264 


TTLrUTJTTLrmjlJinjTJTrinjTJTJTJTJL.njyjlJlJTJTjyjinJTJT^^ 






















































































































Architects, and Consulting Engineers. 


25 


IEL I XjDLOAl ID BRIDGES. 

PLATE GIRDERS. Continued. 


LOCATION. 


Mayes Canal Bridge, near Harrisburg, Pa. 

Paxton Creek, near Harrisburg, Pa. 

Metucben, N. J., over Road.. 

“ “ “ Easton and Amboy R. R. 

Little Conestoga (Mount Joy Line). 

Morgan’s Corner. 

Bridge over Richmond Branch Phila.and Reading R.R., Phila 
Extension of Bridge on Try Street, Pittsburg, Pa. 


OWNER. 


Pennsylvania R. R. 

it it 

New Jersey R. R. 

U l l t'l 

Pennsylvania R. R. 

11 it 

Connecting «Hail way. 

Pittsburg, Cincinnati and St. Louis Railway 


No. of 
Spans. 


No. of 
Tracks. 


Total 

Length. 

Total 

Length Single 
Track. 

Feet. 

Feet. 

75 

150 

48 

192 

36 

144 

37 

148 

41 

41 

37 

74 

55 

110 

196 

392 


RAILROAD BRIDGES. 

WOODEN TRUSSES. 


LOCATION. 


B. B. Extension Allegheny Valley R. R. 


Driftwood, Pa. 

West of Driftwood, Pa- 

Mix’s Run, Pa. 

Barr’s “ “ . 

Meadic’s Run, Pa. 

Laurel “ “ . 

East of Weedville Cut... 

West of “ “ ... 

Palls Creek. 

Bridge No. 1, Middle Divis 
9 11 

3, 

4, “ 

5, “ 

6 , 

61 , “ 

7, “ 

8 , 

81 , “ 

9,' “ 

10 , “ 

11, 

12, “ 

13, “ 

Beaver Run. 

§ 4 
£^LrLrLriJiJiLirLrTrLrinJGJLrLrm^^ 


No. of 
Spans. 


No. of 
Tracks. 

Total 

Length. 

Total 

Length Single 
Track. 


Feet. 

Feet. 

2 

300 

600 

2 

325 

625 

1 

84 

84 

1 

84 

84 

1 

88 

88 

1 

77 

77 

2 

120 

240 

2 

152 

304 

2 

78 

156 

1 

142 

142 

2 

175 

350 

2 

155 

310 

2 

230 

460 

2 

220 

440 

2 

240 

480 

1 

57 

57 

2 

175 

350 

2 

270 

540 

i 

68 

68 

2 

175 

350 

i 

216 

216 

i 

245 

245 

i 

265 

265 

i 

216 

216 

i 

57 

57 



















































































































26 


Wilson Brothers & Co., Civil Engineers, 


RAILROAD ZBZE^IZDO-IES. 

WOODEN TRUSSES—Continued. 


LOCATION. 


OWNER. 


Robinson’s Loop. 

Pine Run. 

Indiantown Run. 

New Bethlehem, Bostonia Branch., 

Leatherwood Run. 

Mortimer “ . 

Little Bald Eagle Creek. 

Osceola Darn. 

Bridge No. 7. 

Beaver Run. 

Near Hollidaysburg. 

Beaver Creek. 

Near Hollidaysburg.. 


B. B. Extension Allegheny Valley R. R. 


Elemington Bridge. 


Juniata River. 

Bridge No. 1. 

Piney Creek.. 

West Branch Susquehanna River. 

Nanticoke, Pa., over North Branch Susquehanna.. 

Rockton Run. 

Bridge No. 12. 

“ 2, Frederick Division. 

<< 6 , “ « . 

it 7 tt it 

‘ i . 

c< q a it 

a ! . 

t< u ti 

« is) “ “ .!. 

Codorus Creek, “ “ . 

Jacob’s “ “ “ . 

Holmesburg Turnpike, Bustleton Branch. 

Kinton’s Knob, Bedford Division. 

Bridge No. 52, near Flemington, N. J. 

it 54 11 11 11 

“ 60 , “ “ “ . ........ 

Neabsco... 

Long Bridge, Washington, D.C. 

Occoquan Creek.. 


Tyrone Brand} Pennsylvania R. R. 

T. and C. R. R. 

Tyrone Branch Pennsylvania R. R. 

West Pennsylvania R. R. . 

Pennsylvania R. R. 

Moshannon Coal Co. 

Pennsylvania R. R. 

Bald Eagle Valley R. R. 

Morrison’s Cove Branch R. R. 

11 ti u 

Williamsburg Branch. 

Curwensville Extension T. and C. Railway.. 


P. and E. R. R... 
N. C. Railway.... 
Pennsylvania R. 


R. 


It 

2, 

tt 

it 

tt 

It 

3, 

tt 

tt 

tt 

tt 

4, 

tt 

ti 

tt 

tt 

5, 

tt 

tt 

tt 

tt 

6, 

tt 

tt 

tt 

(t 

7 , 

it 

tt 

it 


Belvidere Delaware R. R.. 

ti a 11 

it it it 


Alexandria and Fredericksburg R. R. 

it it n tt 


Pittsburg, Virginia and Charleston Railway. 


tt 

11 


No. of 
Spans. 


3 

1 

1 

1 

1 

1 

2 

1 

2 

2 

1 

1 

2 

3 

2 

1 

1 

2 

5 

1 

3 
1 
1 
1 
1 
1 
2 
2 
1 
1 
1 
1 
1 
1 
1 
2 

4 
1 
1 
1 
1 
1 
1 
1 


No. of 
Tracks. 


Total 

Length. 

Total 

Length Single 
Track. 

Feet. 

Feet. 

218 

218 

57 

57 

57 

57. 

190 

190 

57 

57 

68 

68 

108 

108 

74 

74 

114 

114 

207 

207 

88 

88 

55 

55 

145 

145 

246 

246 

215 

215 

116 

116 

86 

86 

295 

295 

765 

765 

72 

72 

291 

291 

97 

97 

87 

87 

88 

88 

67 

67 

66 

66 

51 

51 

218 

218 

41 

41 

50 

50 

152 

152 

42 

42 

42 

42 

42 

42 

91 

91 

167 

167 

608 

608 

108 

108 

132 

132 

132 

132 

132 

132 

132 

132 

88 

88 

88 

88 


















































































































Architects, and Consulting Engineers. 


27 


iel.a.iie-.ieloalid bridges. 

WOODEN TRESSES.—Continued, 


LOCATION. 


OWNER. 


Pittsburg, Virginia and Charleston Railway. 

ii u ti ii u 

Pennsylvania R. R.. 

U it 

West Pennsylvania R. R. 

Ridgway and Clearfield R. R. 


Bridge No. 8, Redstone Branch... 

8 u 9 ; ii u ... 

Bridge over Newark Avenue, Jersey City, N. J. 

Jamestown, Bedford Division. 

Indiana, Indiana Branch. 

Palls Creek... 

Conowingo. Columbia and Port Deposit R. R 

South Amboy, N. J. Camden and Amboy R. R. 

Catawissa Creek, Pa. North and West Branch Railway 

Nescopec “ “. 

Big Wapwallopen Creek, Pa. 

Little “ “ “ . 

Solomon’s Creek, Pa. 

Nanticoke “ “ . 

“ Basin, “ . 

Near Fall Brook, “. 

“ Ramsey’s, “. 

“ Tomb’s Run, Pa. 

“ Tioga, Pa.... 

Near Camden, N. J. 


Fall Brook Coal Co. 

Jersey Shore, Pine Creek and Buffalo Railway. 


Camden, Gloucester and Mount Ephraim Railway.... 
Buffalo, Pittsburg and Western R. R. . 


No. of 
Spans. 

No. of 
Tracks. 

Total 

Length. 

Total 

Length Single 
Track. 



Feet. 

Feet. 

i 

1 

88 

88 

i 

1 

88 

88 

i 

2 

130 

260 

i 

i 

32 

32 

i 

i 

24 

24 

i 

i 

112 

112 

i 

i 

98 

98 

i 

i 

48 

48 

2 

i 

255 

255 

1 

i 

125 

125 

1 

i 

60 

60 

1 

i 

80 

80 

1 

i 

109 

109 

1 

i 

92 

92 

2 

2 

125 

250 

i 

i 

156 

156 

2 

i 

316 

316 

3 

i 

402 

402 

2 

i 

212 

212 


i 

200 

200 


i 

50 

50 


RAILROAD DRAWBRIDGES. 

WOOD AM) IRON. 


LOCATION. 


Raritan River, New Brunswick, N. J. 

Willow Street, Trenton, N. J. 

Dickerson’s, “ “ . 

Aramingo Canal, Philadelphia. 

Coalport. 

Draw Span Bridge, Arsenal, Philadelphia. 

Brookville.. 

Hackensack River, N. J. 

Barnegat Bay, N. J. 

Wire Mill, Trenton, N. J. 

Atlantic City, N. J.. 

Bridge over Canal, near Princeton, N. J... 


OWNER. 


KIND OF BRIDGE. 


New Jersey R. R. 

Belvidere Delaware R. R. 

ii it ii 

Pennsylvania R. R. 

Belvidere Delaware R. R. 

Pennsylvania R. R. 

Belvidere Delaware R. R. 

New Jersey R. R. 

Philadelphia and Long Branch R. R.. 

Belvidere Delaware R. R. 

W T est Jersey R. R. 

Pennsylvania R. R. 


Triangular Truss. 

Jack-Knife Draw. 

Plate Girder. 

Pratt Truss. 

Modified Pratt Truss. 

Pratt Truss...... 

Howe “ . 

a u 

a u 

“A ” Trusses. 

Howe Truss. 

Trussed Girder. 


No. of 
Tracks. 


Total 

Length. 


Total 

Length Single 
Track 































































































































28 


Wilson Brothers & Co., Civil Engineers, 


HIGHWAY BRIDGES. 

IRON. 


LOCATION. 


Over Pennsylvania E. E. at Forty-first Street, Philadelphia. 

“ “ 11 Fortieth “ “ 

“ “ “ Belmont Avenue, “ 

“ Connecting Eailway at Eidge “ “ 

“ “ “ Park “ “ 

“ “ “ Columbia “ “ 

Market Street Bridge over Thirtieth Street, “ 

State Street Bridge, Harrisburg, over Pennsylvania E. E.... 

“ “ “ “ Canal. 

Three Bridges over Pennsylvania E. E. at Parkesburg. 

Penn Avenue Bridge, Pittsburg, over Pennsylvania E. E.... 
Ellsworth Avenue Bridge, Pittsburg, over Pennsylvania E. E. 
Hiland “ “ “ “ “ “ 

Shady Lane Bridge, Pittsburg, over Pennsylvania E. E. 

Hospital Street Bridge, “ “ “ “ . 

Bridge over Pennsylvania E. E., Overbrook, Pa 

Villanova, Pa 


Paoli, Pa., 

Lime Street, Lancaster..., 
Biddle’s Lane, near Paoli 
Bryn Mawr, Pa- 
East Liberty, Pa. 

Altoona Foot Bridge. 

Bryn Mawr Foot Bridge. 

Bridge over Water Street, Philadelphia. 

“ New Jersey E. E., Waldo Avenue, Jersey City. 
“ “ “ Chestnut “ “ 

Plank Eoad Bridge, near Hackensack, N. J. 

Queen Street, Germantown. 

School Lane, “ ... 

Walnut “ “ . 

Allen’s “ “ . 

Neshaminy Creek, near Bristol, Pa. 

Shrewsbury Eiver, near Sea Girt, N. J. 


OWNER. 


STYLE OF BRIDGE. 


City of Philadelphia. 


Harrisburg.. 


Pittsburg.. 


Pennsylvania E. E. 


Jersey City.. 

ft 

New York, Ontario and Western Eailway. 

Phila., Germantown and Chestnut Hill E. E.. 

It It It it a 


Bucks County Commissioners. 
Jumping Point Bridge Co. 


Stiffened Triangular Truss. 

Ordish Suspension. 

Eolled Beams. 

Plate Girder. 


Pratt Tn 


ss.. 


Plate Girders and Truss... 
Iron Trestle and Trusses.. 


Lattice Girder. 


Braced Arch... 
Lattice Girder. 
Eolled Beams.. 


Lattice Girder. 
Pratt Truss. 


Plate Girder... 
Eolled Beams.. 


Triangular Truss. 

Iron Trestle and Draw Span. 


No. of 
Spans. 


1 

3 

5 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

5 

7 

1 

1 

1 

1 

1 

1 

14 

1 

1 

1 

1 

1 

1 

1 

1 

1 

3 

21 


Total 

Length. 

Feet. 

220 

335 

148 

63 
78 
70 

64 
160 
130 
150 

84 
190 

76 

82 

311 

287 

50 

65 
33 

66 
70 
92 

426 

55 

55 

128 

85 
67 
36 
35 

35 

36 
375 
560 


-A_Q/TTIEl!IDTT OTS. 


LOCATION. 

OWNER. 

STYLE OF BRIDGE. 

No. of 
Spans. 

Total 

Length. 

Over Pine Creek, Pa. 



o 

Feet. 

290 

42 

Over Philadelphia and Trenton E. E., Trenton, N. J. 

Delaware and Earitan Canal. 

it a 

1 




















































































































































.rLTLJUTjnjTJTJTJlJTJTJTJTJTJTJTJTJlJTJTJTJTJTJTJl^^ 


I 



Architects, and Consulting Engineers 


WOOD 


Total 

Length, 


STYLE OF BRIDGE. 


OWNER. 


LOCATION, 


Howe Truss. 

Rustic Trussed Girders, 
Howe Truss. 


City of Philadelphia. 

Sagamore Hotel Co. 

Trenton Branch U. 1ST. J. li 
Pennsylvania R R.. 


Feet. 

554 

130 

75 

60 

63 

65 

95 

245 


Over Schuylkill River, at Market Street, Philadelphia, 

Green Island, Lake George, N. Y. 

Plainsboro’ Road, 1ST. J. 

Mountville, Pa. 

Near Irwin Station, Pa. 

Over Duquesne Street, Pittsburg. 

Near Harrisburg, Pa. 

“ Westville, N. J., over Big Timber Creek. 


= 19.76 miles. 
= 1.16 “ 


Total 


20.92 miles. 


“ ii 

Henry Clay Furnace Co 
Gloucester Turnpike Co. 


a u 

Trestle and “A” Truss 


Railroad Bridges 
Highway “ 


104,343 feet 
6,126 “ 



















































30 


Wilson Brothers & Co., Civil Engineers, 



ngmeering department. 


RAILROADS. 


We are prepared to make experimental surveys and loca¬ 
tions of railroad lines, and to supervise the construction of 
railroads, including the designing of terminal arrangements, 
freight and passenger stations, shops, and all other railroad 
buildings and appliances. We will act as consulting engineers 
in any department of railroad engineering, including exami¬ 
nations of, and reports on, existing lines. 


Having been extensively connected with the elevated 
railwaj’s in the cities of New York and Philadelphia, and 
having studied carefully the cable system of street railways 
now being largely introduced in our principal cities, we offer 
our services to parties interested in the subject of rapid transit 
in cities. 


MUNICIPAL ENGINEERING, WATER-WORKS, SEWERAGE, Etc. 


We will act as engineers for projected towns, adapting 
the plot to the topographical features of the site, so as to 
provide for the contingencies of drainage, water supply, 
lighting, etc. Also will make examinations of, and report on, 
proposed water-works and sewerage systems, furnish plans 
for same, and supervise their construction. We will make 
special reports on the commercial value of water-works already 
built, or proposed, in which capitalists may be thinking of 
investing. This department of our business was organized 
June 1, 1884, at which time Ave secured the services of Mr. 


Chas. G. Darracb, who had been for some ten years principal 
assistant engineer of the Philadelphia Water Department, a 
service which includes eight distinct systems of water-works 
of different types, and which, so far as variety of work and 
experience goes, is not equalled by any other city in the world 
excepting London. Since the organization of this department 
we have examined and reported on work to the value of over 
one million dollars, have constructed complete one set of 
municipal water-works, and have several others in progress. 


EXPERT WORK. 


The list which we give of cases in which the several 
members of our firm have been consulted as experts will in¬ 
dicate the classes of work with which we have been brought 
in contact. Controversies are continually arising with railroad 
companies, individuals, and othei’s, oftentimes involving litiga¬ 


tion, in which it is desirable to secure the services of those 
who have had experience in such matters, and who under¬ 
stand how to prepare cases for trial in court, as well as to 
give advice in private consultations. 


BRIDGES. 


We are in a position to furnish plans and specifications 
for bridges of any kind, for railways, highways, etc., and 


having prepared engineers’ plans for such bridges, will, if 
desired by our clients, arrange contracts for their construction 







IJTTl/UTJTrUOJXriJlJlJinjTJTJTJTJXriJlJI^^ 

nKUMIILUlS, AIN U »_>U IN SU L I I IN U C. IN G j N EE RS. 31 



by responsible and well-known bridge-builders, and supervise 
tbeir manufacture and erection. 

We are not manufacturers or builders, but act strictly in 
a professional capacity as engineers, thus following out the 
rule which we have adopted of keeping the professional 
business of the engineer distinct from the mechanical business 
of the builder or contractor. 

Our practice is to obtain proposals, for structures in our 
charge, on our own plans and specifications, from the leading 
bridge-building firms of the country, which proposals are 
submitted to our clients, who decide on the contracts to be 
awarded, we carrying out their instructions relative thereto. 

We do not profess to build cheap bridges; but we do claim 
that our bridges are properly proportioned to bear the duty 
imposed upon them, that their details are carefully worked 
out in accordance with the most approved practice, and that 
they can be constructed as cheaply per pound of material in 
them as those of any other competent designers, no more 
weight of material being put in them than is necessary to 
obtain the results intended. The tendency everywhere is in 
the direction of a continual increase in the weight of locomo¬ 
tives and rolling stock, and in the speed of moving loads. 
While we can, under positive instructions from our clients, 
design bridges for light service or with a low factor of safety 
and cheap arrangement of details, thus reducing the weights 
of the structures per running foot, when the matter is left to 
our discretion we adopt a high standard. 

Our daily experience for twenty-five years, in the main¬ 
tenance of bridges on some of the most prominent railroads 
in the United States, enables us to form an opinion (better 
than they can who only build bridges and have no direct re¬ 
sponsibility for them afterwards) as to what are the advanced 
requirements of the age, and the contingencies to be met with 
in the actual service of structures, and we cannot, with this 
experience, recommend the adoption of a low standard for the 


sake of a small saving in the first cost of construction, know¬ 
ing that it must result afterwards only in dissatisfaction, con¬ 
tinual annoyance, and an undue enlargement of operating 
expenses. 

Should parties, however, prefer obtaining bids fi’om manu¬ 
facturers on their designs, made on specifications prepared by 
us to suit the requirements of the case, we are in a position to 
act as experts in such cases, and will attend to all the details 
in the matter, prepare the specifications, conditions for bidding, 
etc., and give a professional opinion on the merits of the plans 
submitted and their compliance with the specifications. 

For railway bridges up to 80 feet span we recommend 
the use of plate girders; for longer spans in ordinary cases 
we would advise open trusses, such as the triangular trusses 
in the Pennsylvania Railroad bridge across the Susquehanna 
River, six miles west of Harrisburg, and the bridge over the 
Schuylkill River in Philadelphia, on the Filbert Street (Penn¬ 
sylvania Railroad) elevated road, or a modified form of Pratt 
truss, like that at Manayunk, over the Schuylkill River, Penn- 
sj'lvania Schuylkill Talley Railroad. (See illustrations.) In 
special cases these designs need to be modified to suit local 
requirements, and circumstances sometimes arise requiring a 
special type of structure involving the cantilever or suspension 
principle, etc. 

In the absence of local circumstances necessitating modi¬ 
fications, or of definite instructions from a client to the con¬ 
trary, we design our iron bridge superstructure in accordance 
with the annexed general specification, which is the same as 
framed by us for Pennsylvania Railroad standard. 

Where parties so desire, we will design the masonry for 
bridges, and supei’vise the construction of foundations, piers, 
and abutments. 

Accompanying will be found a number of views of various 
bridges constructed from our plans, which will serve to indi¬ 
cate the different types we have used for various purposes. 




32 


Wilson Brothers & Co., Civil Engineers, 


DATA TO BE FURNISHED BY PARTIES ORDERING BRIDGE PLANS. 


Parties desiring to order plans for bridges should furnish 
the following data: 

Location for proposed structure. 

RAILROAD 

MASONRY. 

Number of spans. 

Alignment of road, and, if on curve, data for plotting the 
same. 

Location of piers and abutments (if already fixed), and out¬ 
line of masonry, showing angle and direction of askew, if any.' 

Clear spans on centre line of road, with widths and lengths 
of bridge seats on piers and abutments, all measured under 
coping of masonry. If bridge is on a curve, give distances 
for each span on chord and not on curve. 

State whether floor system is to be carried on upper or 
lower chord, and note any special arrangement that may be 
required by local circumstances. 

Height from top of masonry (bridge seat) to base of rail. 
(This should be fixed in consultation with us whenever 
possible.) 

Height from water or ground underneath to base of rail. 

Location of high and low water-marks, and if the bridge 

HIGHWAY 

MASONRY. 

The same data is required for masonry as above stated 
under heading of Railroad Bridges. 

SUPERSTRUCTURE. 

Number of roadways required, with width of each in clear. 

Number of footways required, with width of each in clear. 

Kind of traffic, and whether in city or country. 


Material to be used,—wood, iron, or stone. 

Purpose for which bridge is to be used, i.e., railroad, high¬ 
way, etc. 

BRIDGES. 

is to be over a road or railroad, give the clearance height 
required for the same. 

If possible, furnish map and profile of centime line, which 
will answer many of these inquiries. 

If it is desired that we shall prepare the plans of the 
masonry, state any requirements that must be fulfilled in 
working up the design for same; also give profile showing 
bottom of stream and character of foundations. All dimen¬ 
sions to be marked on plan and profile clearly, in figures, so 
as not to have to trust to scale measurements. 

SUPERSTRUCTURE. 

Number of tracks. 

Gauge of road. 

Clearance required in width and height. 

Character of travel, class of engines used, with diagram 
of wheel loads. (If several classes are used, give each.) 

Style of floor system required, with kind of material to be 
used in floor girders. 

BRIDGES. 

Kind of flooring desired; also kind of material wanted in 
floor girders. 

If bi’idgo is to replace one now in use, furnish general 
dimensions and description of existing structure. 

State if owner will furnish false works for erection, floor¬ 
ing timber, etc., and whether he will do the erection and 
painting or not. 


'ITUl/mjTJTJTJTJTJTJTJTJTJLnjTJTJTJTJTJTJTJTJTriJLriJlJlJ^^ 








IRON STRUCTURE ON PENNSYLVANIA R. R. CO.’S ELEVATED RAIL ROAD, FILBERT STREET, PHILADELPHIA. 


WILSON BROTHERS <k CO. 

Civil Eugiueers and Architect*, 

Philadelphia, Pa. 






































FREIGHT CAR SHOPS OF UNITED STATES ROLLING STOCK CO., AT MEGEWISCH, ILLINOIS, 

IN PROGRESS OF CONSTRUCTION. 

WILSON BKOTHKKS d CO. 

Civil Engineers and Architects. 

PlULADkLt'MlA, Pa. 










TRAIN SHED OF PENNSYLVANIA 


RAIL ROAD CO.’S BROAD STREET PASSENGER STATION, PHILADELPHIA. 
VIEW TAKEN DURING CONSTRUCTION. 


WILSOJJ BROTHKhS <t CO 

Civil Kugiueera and ArcmiecU, 

PniUDEL.atA, 




















TRESTLE WORK USED IN CONSTRUCTING NEW CITY MHLL, PMILffDELPHIR. 























'MOTO-COLLOTYPE 


WELLS & HOPE CO. 


PHILADELPHIA 


IRON BRIDGE OVER SUSQUEHANNA RIVER ON MAIN LINE OF PENNSYLVANIA RAILROAD, 

SIX MILES WEST OF HARRISBURG, PENNA. 

WILSON BROTHERS * CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 























BRIDGE OVER PENNSYLVANIA RAIL ROAD AT 41st STREET, PHILADELPHIA. 

WILSON BROTHERS <fe Co. 

Civil Engineers and Architects, 

Pmiladulpum, Pa. 











































































PENNSYLVANIA RAIL ROAD COMPANY'S BRIDGE OVER SCHUYLKILL RIVER ON FILBERT STREET ELEVATED RAIL ROAD, 

PHILADELPHIA. 

WILSON BROTHERS <fc CO 

Civil Engineers and Arohitects. 

Phii.at>ki>uu, Pa, 

















PENNSYLVANIA R. R. CO.’S BRIDGE OVER 30th STREET, PHILADELPHIA, AT ENTRANCE TO GRAIN VAREMOUSE. 

WILSON BROTHERS «fc CO. 

Civil Kugiucurts uud Architects, 

Philadki.I'HIa, Pa. 
















































PENNSYLVANIA RAIL ROAD BRIDGE OVER DELAWARE RIVER AT TRENTON, NEW JERSEY. 

WILSON BROTHERS <fc CO. 

Civil Kugiuecro and ArobUoet*, 
























































































WAYLINSVILLE BRIDGE, JUNCTION RAILROAD, PHILADELPHIA. 


WILSON BROTHERS <fc CO. 

Civil Engineers and Architects, 

PhI1.ADI11.PHIA, Pa. 

















PATAPSCO BRIDGE, BALTIMORE & POTOMAC R. R., MARYLAND. 

WILSON BROTHERS & 00. 

Civil Engineers and Architects, 

Philadklph(a, Pa. 





















BIG PATUXENT BRIDGE, BALTIMORE & POTOMAC R. R., MARYLAND. 

WILSON BROTHKRS A CO. 

Clril Engineers aud Architect*, 

Philadelphia, Pa. 

















































#HOIO-i;Olt.OITPr 'NtltSiHOPt Oil PHILADELPHIA 


MANAYUNK BRIDGE, ON PENN’A SCHUYLKILL VALLEY RAILROAD, PENN'A. 

WILSON BKOTHtCRS & CO. 

Civil Engineers aud Arcniteels, 

PuiLADHLKHiA, Pa. 

















Architects, and Consulting Engineers. 


33 


SPECIFICATIONS 

FOR 

STRENGTH OF IRON RAILWAY BRIDGES. 

WILSON BROTHERS & CO. 

May 1, 1885. 


The structure to be wholly of wrought iron, and designed 
to carry the following live loads on each track, headed in the 
same direction, on adjacent tracks. 


Engine. - 


o o o 
o © o 
o o © 


Tender. - 
o o 


10 ' 6 " 


X 5' 0" x 5' 6" x 5' 0" x 


8 ' 0 " 


x V 6" x 4' 6" x 4' 6" x 4' 6" x 

connected with a train weighing 3000 pounds per foot lineal of 
track; or, 


Engine. - 


Tender.- 


x 5' 6" x 9' 0" x 8' 0" x 


9' 0" 


x o' 0" x 5' 6" x 5' 0" x 


8 ' 0 " 


First .—Two typical consolidation engines coupled, weigh¬ 
ing, with tender, eighty-six tons each, distributed as follows: 


Engine.- 


• Tender.- 


o o o 
o o o 
o o © 


o o o 
o o o 
o o o 


Train. 

3000 lbs! 
per foot. 


x V 6" x 4' 6" x 4' 6" x 4' 6" X 


10 ' 6 " 


x 5' 0" x 5' 6" X 5' 0" x 3' 0" x 


Second .—Two typical passenger engines coupled, weighing, 
with tender, eighty-eight tons each, distributed as follows: 


Engine. 


■ Tender. - 


o o o 
o o o 
o o o 


Train. 

3000 Urn. 
per foot. 


and connected with a train weighing 3000 pounds per foot 
lineal of track; or, 

Third .—One Class “M” engine, weighing, with tender, 
sixty-six and one-half tons, distributed as follows: 

[j^u^jxrijTjijmnnriJijarLnxuTJTJTJTj-L^^ 


x 5' 6" x 9' 0" x S' 0" x 

•Engine.— 


9' 6" 


x 5' 0" x 5' 6" X 5' 0" x 3' 0" x 

-Tender. 


o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 

o 


o' 

UO 


f-H 

rH 


CO 

CO 

Ol 

1— ( 

r—1 

] 

l-H 



x 6' 0" x 4' 8" x 


13' 3J4" 









































34 


UTnjTnjrruTJxnTLn 

Wilson Brothers & Co., Civil Engineers, 


and connected with a train of 3000 pounds per foot lineal of 
track. The maximum given either of these methods of 
loading is to be used in proportioning every member of the 
structure. 

In calculating web members of trusses and girders, the 
cross-girder load under the drivers is to be considered as the 
head of the train, the load on the preceding cross-girder being 
neglected. 

In addition to the live loads before mentioned, the struct¬ 
ure shall carry the following dead load, viz.: 

At the panel points of the loaded chords: 

First .—The weight of the floor (composed of “ a,” the 
Aveight of the cross-ties used for the particular kind of floor 
adopted, and “ b,” a weight of one hundred and forty pounds 
per foot lineal of track, covering the weight of rails, guard 
rails, splices, spikes, and bolts). 

Second. —One-half the weight of the truss. 

Third .—The weight of the iron floor system, if any. 

Fourth .—The weight of the lateral system belonging to 
the loaded chord; and 

Fifth. —One-half the weight of the sway bracing. 

At the panel points of the unloaded chords: 

First. —One-half the weight of the truss. 

Second .—The weight of the lateral system belonging to 
the unloaded chord; and 

Third. —One-half the weight of the sway bracing. 

The span for calculation is to be taken from centre to centre 
of end pins, or from centre to centre of abutment plates or 
other supports; and the height from centre to centre of chord 
pins in truss bridges, or between centres of gravity of flange 
sections in plate girders, provided it does not exceed the dis¬ 
tance out to out of angles, in which case the latter amount 
shall be considered the height. 


The maximum and minimum stresses in compression and 
tension, as found for the before-mentioned loads, are to be used 
in determining the permissible working stress in each piece of 
the structure according to the following formulae: 

For pieces subject to one kind of stress only (all com¬ 
pression or all tension): 

( minimum stress in member. \ 

r maximum stress in member./ ^ ' 

For pieces subject to stresses acting in opposite directions: 

( „ maximum stress of lesser kind. \ 

1—S- ;- 5 -— 5 - 1 (21 

2 maximum stress of greater kind./ v J 

In the above formulas : 

“a” — permissible stress per square inch, either tension 
or compression. 

“k” = for double-rolled iron in tension (links or rods), 7500 
pounds per square inch. 

“ u ” — for rolled iron in tension (plates or shapes), 7000 
pounds per square inch. 

“u” = for rolled iron in compression, G500 pounds per 
square inch. 

The permissible stress “a” for members in compression is 
to be reduced, in proportion to the ratio of the length to the 
least radius of gyration of the section, by the following 
formulae: 

For both ends fixed “ b ” = 


For one end hinged “b” = 


1 + 

p 

36,000 r 2 


a 

1 + 

p 

24,000 r 2 

n _ 

a 


1 + 


P 


18,000 r 2 


rLTLTLrLrLrLr 


UTJUTJTJT/lJTJTJTJajTJTJTJTJTJTJTJTJTJTjnjTJ^^ 













Architects, and 


Where “a” = 
‘•b ” — 
“l" - 


permissible stress previously found, 
allowable working stress per square inch, 
length of piece in inches centre to centre of 
connections. 

least radius of gyration of the section in 
inches. 


In all cases, where possible, the lines of the neutral axes 
of all pieces meeting at a joint must be made to meet in the 
same point; and "where pins are used to form connections 
they must be placed as nearly as possible in the neutral axes 
of the sections. When not so arranged, provision must be 
made for taking up the bending stresses produced. 

When the floor system rests directly on the upper chords 
of deck bridges, the said chords shall be so proportioned that 
the algebraic sum of the stresses per square inch on the outer 
fibres [due, 

First .—To the weight of that part of the floor sys¬ 
tem which is supported' by the chord (considered as 
acting on a continuous beam of a span equal to the 
panel length). 

Second. —To.the direct thrust. 

Third .—To three-fourths of the maximum bending 
produced by that portion of an engine of the heaviest 
class which is supported by the chord, on a span equal to 
the panel length (considered as a supported beam); and 

Fourth. (In case the pin is not in the neutral axis 
of the chord)—To the algebraic sum of the moments 
of all chord stress increments acting at centres of pins.] 
shall not exceed at the panel point the working stx*ess “a,” 
or shall not exceed at the centre of the panel the working 
stress “ b." 

All other members which are subject to direct stress in 
addition to bending moment are to be similarly calculated. 


Engineers. 


35 


Pieces xxsed in compi’ession, which are continxxous over 
points of suppoi’t, ai’e to be considered as “hinged” at the 
ends, unless so firmly fixed in direction as to be incapable of 
bending in opposite dii-ections on the opposite sides of the 
points of suppoi’t: 


Built choi’ds must be thoroughly spliced and the splices 
riveted in the field, not bolted. 

The eyes on all tensile members shall have fifty per cent, 
excess of material at the pin when the diameter of the pin 
does not exceed the width of the bai’, and one hundi'ed per 
cent, excess when the diameter is twice the width of the bar 
or ovei’. For intermediate sizes of pins the excess of eye may 
be made pi’oportional to their diametei*. 

The diametrical bearing between pins and pin holes (diam¬ 
eter of pin X thickness of bearing) shall not be less in area 
than 

„ / maximum stress in member. \ 

J \ compressive unit stress 11 a” for that member./ 

Eye plates must have a sufficient size and number of l’ivets to 
properly distribute the beai’ing sti’ess fi-om the pins to mem¬ 
bers of the truss. 

Pins ai’e to be so proportioned that the maximum stress 
per square inch on the outer fibres (calculated from the cumu¬ 
lative moments of the stresses acting on the pieces connected, 
and the moment of resistance of the pin directly) shall not 
exceed one and one-half times the maximum tensile stress “ a” 
in the members connected. 

All rods with screw ends must be upset, and if ordinary 
nuts are used they must be double. Rods having adjustment 
must have an addition of five tons to the calculated stress for 
initial tension. 

Floor-beam hangers must have an additional section of 









36 


Wilson Brothers & Co., Civil Engineers, 


twenty-five per cent, above that given by the before-mentioned 
limiting stresses. 

Rivets must be so spaced that they shall not be further apart 
in the direction of the stress than twelve times the thickness 
of the thinnest external plate connected, and not more than 
thirty times that thickness at right angles to the line of stress. 

Rivets must be kept a sufficient distance from the sides and 
ends of pieces to avoid any danger of splitting out, and not 
placed closer than three diameters centre to centre. 

Single lattice straps shall have a thickness of not less than 
one-fortieth (■£$), and double straps connected by a rivet at 
the intersection not less than one-fiftieth (-g^) of the distance 
between the rivets connecting them to the compressed mem¬ 
bers; and their width shall be: 

For 15 inch and 12 inch channels, or equivalent built sec¬ 
tion (£ inch rivets), 21 inches. 

For 15 inch and 12 inch channels, or equivalent built sec¬ 
tion (f inch rivets), 21 inches. 

For 10 inch and f) inch channels, or equivalent built section 
(f inch rivets), 21 inches. 

For 8 inch and G inch channels, or equivalent built section 
(f inch rivets), 2 inches. 

For 8 inch and 6 inch channels (extra light sections) and 
5 inch channels (| inch rivets), If inches. 

The distance between connections of the strapping shall be 
such that the individual members composing the column con¬ 
sidered with “ hinged” ends and a length equal to the distance 
between these connections shall be stronger than the column 
as a whole; and in no case shall this distance exceed eight (8) 
times the least width of these members. 

All segments of members in compression connected by 
strapping only shall have terminal cross-bracing plates at each 
end, the rivets and net section of which shall be sufficient to 
transfer the total maximum stress borne by the segment, and 
the thickness of which shall not be less than one-fortieth (^) 


of the distance between the rivets connecting them to the 
compressed members. 

The shear or net section of any member shall not exceed 
the compressive working stress “ ci,” and in case of i i\ ets at 
least twenty per cent, extra section must be allowed. 

No allowance shall be made for the web in calculating the 
flange sections of plate girders. 

The stresses in solid rolled beams shall be calculated from 
the moment of inertia of the section. 

Flanges of plate girders running over twelve inches in 
width shall have at least four lines of rivets. 

The stress in the outer fibres of I beams, channels, etc., 
subject to bending moments, shall not exceed the tensile work¬ 
ing stress “ a ” for rolled shape iron. 

In all cases for compressed flanges of beams or girders 
(subject to transverse stress), tbe permissible working stress 
in such flanges shall be computed by Rankine’s formula:— 


5000 w 2 

Where “ a ” = permissible stress previously found. 

“ c ” = allowable working stress per square inch. 

“ l” = unsupported length in inches. 

“tv” = width in inches. 

In no case shall a stress greater than that for a length 
equal to twelve times the width be used. 

The rivets in plate girders shall be proportioned for shear 
as previously specified, and the rivets through the web and 
flange angles, and through the web and vertical stiffeners, at 
a splice, concentrated load, or end of girder, must not have a 
bearing pressure per square inch against the web plate (on a 
diametrical section of the rivets) of more than twice the com¬ 
pressive stress “a” used in the upper flange of the girder, 
provided that they are not placed closer than twice their 


jijijTnjTJiJiJTrLru' 













.rLnrUTJTJTJTJTrLnjTJTJTJTJOTUTJUTJTJTJTJTJXrinjTJTJTJTnjTJTJTX^ 


Architects, and Consulting Engineers. 


37 


diameter from the edge of the web plate to edge of hole. If 
placed closer than this the bearing pressure must be propor¬ 
tionally reduced. 

In calculating the shearing stress and bearing stress on 
web rivets of plate girders, the whole of the shear acting on 
the side of the panel next the abutment is to be considered 
as being transferred into the flange angles in a distance equal 
to the depth of the girder. 

The number of rivets in the flanges in the distance “ m”— 
“ o” (equal “ m”—“ n ”) shall be sufficient to transfer the shear 


at “ in ”— £ 


n” into the flange angles without exceeding the 
specified shearing stress or the bearing stress on diametrical 
section of rivets, and the number of rivets in the distance 
“m ”—“ n” shall follow the same rule. 

0 

O O O O O X o 


Net sections must be used in all cases in calculating tension 
members, and in deducting rivet holes they must be taken 
one-eighth inch larger than the size of rivets. 

In calculating the net section of angles in plate girders all 
the rows t>f rivets must be deducted, and in flange plates hav¬ 
ing rivets staggered all rows must be deducted unless so 
arranged that the net section along a zigzag line, taking all 
distances in the diagonal direction at only three-fourths their 
value, exceeds the corresponding net section dh'ectly across 
the plate. 

When the thickness of the web plate is less than one- 
thirtieth of the unsupported distance between flange angles, 
heavy stiffeners shall be riveted on both sides of the web, with 


a close bearing against the upper and lower flanges, and calcu¬ 
lated as columns for the whole shearing at the several points 
where they are placed. These stiffeners, in girders over three 
feet in depth, shall be placed at distances apart (centre to cen¬ 
tre), generally not exceeding the depth of the full web plate, 
with a maximum limit of five feet. In girders under three feet 
depth they may be three feet apart, and in some special cases, 
where there is little or no shearing stress, at a greater distance. 

In every case at least one upper flange plate on plate gir¬ 
ders shall extend from end to end of the same to give lateral 
stiffness, and any additional plates used to make up the flange 
section shall be made of such length as to allow of at least 
two rows of rivets, of the regular pitch, being placed at each 
end of the plate beyond the theoretical point required. 

Girders formed with web plate and angles alone, having no 
upper flange plate proper, will not be allowed. 

All flange plates subject to either tension or compression, 
spliced in the length of girder, must be covered by an amount 
of extra material equal in section to the pieces spliced, with 
sufficient rivets on either side to transmit the stresses from 
the parts cut. 

Flange angles must be spliced with angle covers whenever 
cut within the length of the girder, or else the amount of 
material cut must be replaced by an equal amount of extra 
material in the flange plate. 

No iron shall be used of less thickness than one-quarter 
inch, no piece used in compression shall have an unsupported 
width of more than thirty times its thickness, and no plate 
girder web shall be less than three-eighths of an inch In 
thickness. 

Continuous girders will not be permitted, except in the 
case of upper chords carrying floor and in drawbridges. 

Thx-ough bridges must have a clear head room of not less 
than eighteen feet six inches from base of rail. 

Standai'd inside clear width for full through bi'idges, single 


[janjT/iJTruTJTJinjTnjT^ 


U-UOJlJlJTJTrUlJTJT^ 


















LjTjTJTJTJXrLTUTJT.riJTJTJTJTrmrLriJinJTJTJTJ^^ 1 


38 Wilson Brothers & 


track on a tangent, is thirteen feet. Width for bridges on 
curves and half-through bridges, where girders project up 
above the track, is subject to modification, depending upon 
the special case. 

Truss bridges are to be cambered with a rise of not less 
than of their length ; the cross-ties to be sized down over 
the track girders, so that the camber line of track may be a 
true circular arc. 

Cross-ties to be of white oak, having a width of ten inches 
and a minimum depth of seven inches, and spaced not over 
twenty inches between centres, with every fourth tie bolted 
down by three-quarter inch bolts having round flat heads, and 
two hexagon nuts each. When track is curved, the outer rail 
to be elevated as may be required. 

In the case of deck bridges with wooden floor beams, when 
the distance between centres of supports exceeds six feet, the 
floor beams (ties) are to be proportionally increased. 

Guard rails of white oak or long-leaved southern pine, six 
by eight inches, are to be placed ten inches in the clear outside 
of each track rail; to be notched one and one-half inches over 
the cross-ties, secured to every fourth tie by a three-quarter 
inch bolt, having flat round head, two hexagon nuts, and flat 
wrought washer, and to all other ties by three-quarter inch 
square wrought spikes. Splices to guard rails to he twelve 
inches long, placed between ties, with the joint horizontal, 
two three-quarter inch bolts with flat round heads, wrought 
washers and double hexagon nuts being used for each. 

Lateral bracing shall be proportioned for a wind pressure, 
acting in either direction horizontally, of thirty pounds per 
square foot on the whole surface of all trusses and the floor, 
as seen in elevation, in addition to a train ol ten feet average 
height, beginning two feet six inches above base of rail, niov- 
ing across the bridge; except in the case of through bridges, 
where the surface of the truss covered by the train may be 
deducted. 


Co., Civil Engineers, 


Where the bridge is on a curve, the lateral bracing, in 
addition to wind stress, must be proportioned to resist a cen¬ 
trifugal force due to as many trains as there are tracks, mov¬ 
ing at the rate of sixty feet per second. 

The whole of the wind stress due to the train and floor, 
plus one-half the truss, is to be considered as acting on the 
lateral bracing of the loaded chord, and that due to one-half 
the truss only on the lateral bracing of the unloaded chord. 
The end portal bracing in through bridges must be of suffi¬ 
cient strength to transfer the accumulated wind stress from 
the upper lateral system to the end posts, and the end sway 
bi’acirrg in deck bridges shall carry the whole of the accumu- 
lated wind and centrifugal stress from the loaded chord to the 
abutment, intermediate sway bracing being placed in each 
main panel, and adapted to carry half the maximum stress 
increment due to the wind on the train and to centrifugal 
force. In case of very heavy curves, some of the centrifugal 
force may be transferred to the lower lateral bracing. 

In through plate girders the portion of the train covered 
by the girder may be deducted from the wind surface, and 
only one girder and one train surface considered. 

In all cases where the rods have adjustment, an addition to 
the above stresses of five tons must be made for initial tension. 

Lateral rods in tension shall not be strained more than 
15.000 pounds per square inch, and plate or shape iron not 
more than 12,000 pounds per square inch under the above 
conditions. 

Lateral struts in compression shall not be strained more 
than 12,000 pounds per square inch (including the proper com¬ 
ponent of the initial tension allowed on the lateral rods at 
their extremities), and reduced in proportion to their length 
and least radius of gyration, as previously specified. 

In case the maximum stresses in the chords of the bridge 
or flanges of floor girders due to wind and centrifugal force 
(the chords and lateral bracing being considei’ed as a truss 


LT 








Architects, and Consulting Engineers. 39 


lying on its side), added to the maximum stresses in the chords 
or flanges due to vertical loading, shall exceed the before-men¬ 
tioned limits of 15,000 and 12,000 pounds per square inch in 
tension, and 12,000 pounds per square inch in compression, 
properly reduced, additions must be made to said chords or 
flanges until such limits are not exceeded. 

Should the stresses in said chords be reversed in any possible 
case, proper provision must be made for such stress in an 
opposite direction. 

No deduction shall be made from chord sections on account 
of material in lateral system, but the chords shall be made of 
the full section previously specified. 

In every case the connections between the wind bracing 
and chords must be made of greater strength than the wdnd 
bracing itself, and so designed as to avoid as far as possible 
inducing bending moments in any members of the structure; 
and such connections must be capable of transferring the 
longitudinal components of the wind stresses into the main 
truss chords in a direct and satisfactory manner, or a separate 
chord be used for the lateral system. 

The trusses must be secured from side motion on bearing 
plates, and must have ample bearing and roller support, the 
weight on the rollers not to exceed 750 pounds per lineal 
inch, d being the diameter in inches. Girder bridges less than 
sixty-five feet opening will not require rollers. The bolster 
blocks must be joined to the truss. The bearing plates must 
be secured to the underlying support by bolts or dowels. 
Bearing plates shall not give a greater pressure on masonry 
than 300 pounds to the square inch, unless in specially author¬ 
ized cases. 

In the case of trestles or iron piers, they shall be propor¬ 
tioned for vertical load under the same limiting stresses given 
for trusses, and for wind stresses and centrifugal stresses, load¬ 
ing and bending combined, the stresses shall not exceed those 
given for lateral bracing. 


In addition to the above, the structure shall be capable of 
resisting wind pressure on its exposed surface alone of fifty 
pounds per square foot without exceeding the limiting stresses 
for lateral bracing. 

Tension at the foot of the windward column is to be avoided 
if possible, and in any case approved anchor bolts well secured 
in the masonry shall be used. 

All strain sheets and plans must be submitted to the engi¬ 
neer of the company in charge of bridges for approval, and 
a complete set, including details, furnished to him without 
charge. All details to be subject to his approval, and access to 
be allowed him or his assistants to the contractor’s working 
drawings and shops for examination of details. 

Quality of Material .—All wrought iron must be tough, 
fibrous, uniform in quality throughout, free from flaws, blis¬ 
ters, and injurious cracks, and must have a workmanlike finish. 
It must be capable of sustaining an ultimate stress of 46,000 
pounds per square inch on a full section of test piece, with an 
elastic limit of 23,000 pounds per square inch. 

All iron to be used in tension or subjected to transverse 
stress (except web plates) must have a minimum stretch on a 
length of eight inches of fifteen per cent., measured after 
breaking. 

All iron to be used in compression and for web plates, of 
width not exceeding twenty-four inches, must have a minimum 
stretch of ten per cent, on a length of eight inches, measured 
after breaking. 

All iron for web plates exceeding twenty-four inches in 
width must have a minimum stretch of five per cent., meas¬ 
ured in length of eight inches. 

All iron to be used in the tensile members of open trusses, 
laterals, pins, bolts, etc., must be double rolled after and 
directly from the muck bar (no scrap will be allowed), and 
must be capable of sustaining an ultimate stress of 50,000 
pounds per square inch on a full section of test piece, with an 





40 


Wilson Brothers & Co., Civil Engineers, 


elastic limit of 25,000 pounds per square inch, and a minimum 
stretch of twenty per cent, in length of eight inches, measured 
after breaking. 

When tested to the breaking, if so required by the engi¬ 
neer, the links and rods must part through the body and not 
through the head or pin hole. Such tests must be at the 
expense of the contractor when the requirements of these 
specifications are not complied with. 

All tension wrought iron, if cut into testing strips one and 
one-half inches in width, must be capable of resisting, without 
signs of fracture, bending cold by blows of a hammer until 
the end of the strips form a right angle with each other, the 
inner diameter of the curve of bending being not more than 
twice the thickness of the piece tested. The hammering must 
be only on the extremities of the specimens, and never where 
the flexion is taking place. The bending must stop when the 
first crack appeal's. 

All the tension tests are to be made on a standard test 
piece of one and one-half inches in width, and from one- 
fourth to three-fourths inches in thickness, planed down 
on both edges equall}’, so as to reduce the width to one 
inch for length of eight inches.. Whenever practicable, the 
two flat sides of the piece to be left as they come .from the 
rolls. In all other cases both sides of the test pieces are to 
be planed off. 

All plates, angles, etc., which are to be bent in the manu¬ 
facture, must, in addition to the above requirements, be capable 
of bending sharply to a right angle at a working heat without 
showing any signs of fracture. 

All rivet iron must be tough and soft, and pieces of the 
full diameter of the rivet must be capable of bending until 
the sides are in close contact without showing fracture on the 
convex side of the curve. 

Pins of four and a half inches diameter or less may be 
rolled iron, but those of greater diameter must be forged. 


Workmanship .—All workmanship must be first-class; all 
abutting surfaces, except flanges of plate girders, must be 
planed or turned so as to insure even bearings, taking light 
cuts so as not to injure the end fibres of the piece, and must 
be protected by white lead and tallow. Abutting members 
must be brought into close and forcible contact when fitted 
with spice plates, and the rivet holes reamed in position before 
leaving the works, the plates being marked so as to go in the 
same position in erecting. 

Generally the use of bolts instead of rivets will not be 
permitted, unless they are turned conical and the holes reamed 
to fit them. 

Rollers must be turned and roller beds planed. 

Rivet holes must be carefully spaced and punched, and 
must in all cases be reamed to fit, where they do not come 
truly and accurately opposite, without the aid of drift pins. 
Rivets must completely fill the holes and have full heads, and 
be countersunk when so required, and machine driven wher¬ 
ever possible. 

Compression members must he straight and free from 
kinks or buckles in the finished piece. 

All pin holes in pieces which are not adjustable for length 
must, be accurately bored at right angles to the axis unless 
otherwise shown in the drawings, and no variation of more 
than one-sixty-fourth of an inch will be allowed in the length 
between centres of pin holes. Eye bars must be perfectly 
straight before boring; the holes must be in the centre of the 
head, and on the centre lines of the bar. Whenever links 
are to be packed more than one-eighth of an inch to the 
foot of their length out of parallel with the axis of the struct¬ 
ure, they must be bent with a gentle curve until the head 
stands at right angles to the pin in their intended position 
before being bored; suitable blocking pieces being used to 
keep them in proper position during the operation of boring. 
All pieces must be at equal temperatures when bored, and 


■U-U-U-U-U-U-UXrmjTTLriJTJTJTJTJTJTmUTJTrmjlJTJT^^ 









Architects, and Consulting Engineers. 


41 



those belonging to the same panel, when placed in a pile, 
must allow the pin at each end to pass through at the same 
time without forcing. Pins must be carefully turned, per¬ 
fectly finished, and straight, and when driven in must have 
pilot nut to preserve threads. No variation of more than 
one-thirty-second of an inch will be allowed between diameter 
of pin and pin hole. In the case of bolts, a variation of one- 
sixteenth of an inch will be allowed between diameter of bolt 
and hole. Thickening washers must be used whenever re¬ 
quired to make the joints snug and tight. 

All ii’on must receive one coat of raw linseed oil as soon 
as received at the works, and a coat of approved red oxide of 
iron before leaving the works. All inaccessible surfaces are 
to be painted with one heavy coat of red oxide of iron in pure 


linseed oil. All iron to be scraped clean from the scale before 
painting. 

The whole of the construction to be first-class work, and 
in strict accordance with the drawings and these specifications. 
In the case of sub-contractors, the specifications are fully 
binding on them in every respect, and free access and infor¬ 
mation is to be given by them for thorough inspection of 
material and workmanship, and all required test pieces, etc., 
properly shaped, are to be provided as may he requested with¬ 
out charge. All shipments of material not properly inspected 
and passed are at the risk of the contractor. 

In all cases figures are to be taken in preference to any 
measui’ements by scale. No alterations are to be made unless 
authorized by the engineers. 


^x/tjTj-ij-LrLaruTJTJTjTJTr^^ 


DESIGN FOR STREET BRIDGE OVER HARLEM RIVER. NEW YORK. 
ITUTJTJlJTJTJTJTmiJX^ 

























42 


Wilson Brothers & Co., Civil Engineers, 



’cKitedural 


Man needs a covering, a protection from the weather, a 
place of abode. A mere tent, a cave in the rocks, or a log hut 
at first answers all purposes; but man is a progressive animal, 
and as civilization increases, the demands of refinement require 
more. The hut is improved; it is made more permanent in its 
construction; it gi’ows into a house. The house has convenien¬ 
ces added to it; separate rooms for separate uses; require¬ 
ments of comfort and luxury have to be satisfied; it must be 
beautified in appearance to satisfy the growing taste of the 
owner; it becomes a palace. The gradations of the house 
in all its stages are well defined and easily traced, but the 
original idea of a shelter still remains throughout all, no 
matter how magnificent the building or what its special use. 

Religious development, higher civilization, refined tastes, 
and the introduction of steam power, etc., demanded other 
edifices than dwellings, such as temples, tombs, assembly halls, 
theatres, manufactories, railroad stations, etc., all of which, 


however, still preserve the primary feature of a shelter, each 
with its peculiar adaptations. 

So long as simplicity existed and mere necessity was to be 
satisfied, the builder or master-workman was quite competent 
to design and carry out the erection of the structures (as is 
still the case under similar circumstances); but the wants of 
a higher life became so complicated that none but a man 
whose cultivation enabled him to appreciate these require¬ 
ments was capable of duly providing for them, and the archi¬ 
tect was developed. 

It has been well said that the architect requires the ex¬ 
perience of the builder, the training and observation of the 
scholar, and the feeling and inspiration of the artist.” An 
architect should be thoroughly educated in all of his art that 
has gone before him; and while he uses the experience of 
others for the benefit of himself and clients, yet he should 
not allow precedent to fetter his reason or prevent him from 























Architects, and Consulting Engineers. 


43 


properly adapting his work to local conditions and special 
wants. 



Architecture in America has passed through its preliminary 
stages, and immense strides have been made during the past 
ten years. The aesthetic taste of the people has been culti¬ 
vated, and very much more is now demanded (beyond what 
was quite satisfactory in the old times) in this respect, as well 
as in the more practical points of increased comforts and con¬ 
veniences, to say nothing about such entirely modern sciences 
as sanitation, electricity, etc. 

The necessity of conforming to the requirements of climate, 
local customs, and other matters has developed modifications 
in style (from European practice) that are strictly American. 
These variations are apparent even in different places on our 
own continent, each great city having its own special chaiac- 
teristics more or less marked, which are easily distinguished 
throughout the surrounding country. 


One gi’eat drawback to the full development of the art of 
architecture in this country is the great haste with which 
work is required to be done. No sooner are the preliminary 
studies of a building prepared than bids must be received, a 
contract closed, and the work proceeded with. No time is 
allowed to study and perfect a design, to work up and improve 
the details, and to give it true artistic finish. 

The architect is exhorted by Buskin to bear in mind the 
possible virtues of architecture : 

1. “ That it act well, and do the things it was intended to 
do in the best way.” 

2. “ That it speak well, and say the things it was intended 
to say in the best words.” 

3. “ That it look well and please us by its presence, what¬ 
ever it has to do or say.” 

But how can this be done if his client will not allow the 
proper time for the study of the subject? 


























































44 


Wilson Brothers & Co., Civil Engineers, 



A building should be of good construction and good deco- 
I’ation. It must not only answer its purpose, but answer it in 
the simplest way and with no over-expenditure of money. 
Ferguson, one of the most noted writers on architecture 


of the present day, expresses very well the differences between 
the builder, the architect, and the engineer. The builder 
merely heaps materials together in the readiest way to attain 
his desired end. The engineer selects the best and most ap¬ 


propriate materials for the object he has in view, and uses 
them in the most scientific manner for economy and satisfac¬ 
tory results. The architect arranges the materials of the 
engineer not so much with regard to economy as to artistic 
effect, and by light, and shade, and outline strives to produce 
a form that is in itself permanently beautiful. He then on 


this places his ornamentation, enriching by its elegance the 
whole composition. 

Ferguson goes on to say that “it is evident that there are 
no objects that are usually delegated to the engineer which 
may not be brought within the province of the architect. A 
bridge, an aqueduct, the embankment of a lake, or the pier of 


DESIGN FOR A MANTEL. 






























































































































Architects, and Consulting Engineers. 


45 







a harbox', are all as legitimate subjects for ai'chitectui’al orna¬ 
ment as a temple or palace. 

“ While it is not essential that tbe engineer should know any¬ 
thing of architecture, yet it is certainly desii’able that he should 


~]ermGotta 

. ■‘^/AaNTKI. • 


'NliTTfonnan’S'llmm^ 


poses ai’e allowed to pi’evail over the mechanical; and an object 
of engineei’ing skill whei’e the utilitarian exigencies of the 
design ai*e allowed to supei'sede the ai’tistic. But it is nowhei’e 
possible to di'aw the line sharply between the two, nor is it 
desii’able to do so. Ai-chitectui’e can never descend too low, 


DESIGN FOR DOOR-PLATE IN 


POLISHED BRASS. 


BROAD STREET STATION, 


PHILADELPHIA. 


do so; but, on the other hand, it is indispensably necessary that 
the architect should understand construction, or at least should 
be able to avail himself of the knowledge of the engineer. 

“A building may be said to be an object of architectui’al 
art in the proportion in which the artistic or oi’namental pur- 


rxroTEL 

--v r» ** 






















































































Wilson Brothers & Co., Civil Engineers 


which, if not properly cared for, would cause the best designs 
and the finest decorations to prove utter failures. 

This must be our answer to a criticism which we well 
kno’vy is sometimes made regarding the operations of our 
firm, viz.: that we unite too many branches of business in 
one establishment. So intimately is the constructive skill 
of the engineer united with the decorative and artistic taste 
of the architect, that we are at a loss to understand how the 
two professions can be successfully practised separately. 

We present in this volume photographic views of some of 
the buildings which we have constructed, and to which, in 
connection with the record of work executed, we invite at¬ 
tention as showing the various classes of architectural work 
on which we have been engaged. 


nor need it ever be afraid of ornamenting too mean objects; 
while, on the other hand, good engineering is absolutely indis¬ 
pensable to a satisfactory architectural effect of any class. 
The one is prose, the other is poetry of the art of building.” 

By combining both professions, and being able to cover 
at once and with certainty any questions which may arise in 
either, the one is made to supplement the other and both work 
in harmony together, thus producing the best results, and 
avoiding the difficulties constantly arising where the two pro¬ 
fessions are practised separately. We are frequently called 
upon by architects standing high in their profession, and 
otherwise entirely competent to carry it on successfully, to 
furnish them with plans and calculations for roofs, girders, etc., 
and to figure out for them matters involving construction, 






(sM-hivm 


SUMMER COTTAGE. GREEN ISLAND, LAKE GEOROE. N Y 


rUTJTJTJTJTJTJTJTTu 





„ - 









































pmoto-collo ;tPt 


nvcll: 


HOPE CO. 


PmicAOCLPHIA 


PRIVATE RESIDENCE, No. 3905 SPRUCE STREET, PHILADELPHIA. 

WILSON BROTHERS «fe CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 

















































PRIVATE RESIDENCE, No. 3905 SPRUCE STREET, PHILADELPHIA. 

WILSON BROTHERS <fc CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 

































4 





























PHOTO'COLLOTYPE 


WELLS It UOPf CO. 


PHILADELPHIA 


PRIVATE RESIDENCE, ROSEMONT, PENNA. 

WILSON BROTHERS A CO. 

Civil Engineers aud Architects. 

Philadelphia, Pa. 























PRIVATE RESIDENCE, STATEN ISLAND, N. Y. 


WILSON BROTHERS <k CO. 

Civil Eugiueers aud Architects, 

Philadkli’HIa, Pa. 





















































INTERIOR 1IIEW, PRIVATE RESIDENCE, STATEN ISLAND, N. Y. 

WILSON BROTHEB8 & CO. 

Civil Engineers and Architects, 

• Philadelphia, Pa. 






































° L A OC l PH'A 


INTERIOR DECORATION, PRIVATE RESIDENCE, STATEN ISLAND, N. Y. 


WILSON BROTHERS * CO. 

Cirll Engineers and Architects, 

Philadelphia, Pa. 




































INTERIOR DECORATION, JAPANESE ROOM. 

PRIVATE RESIDENCE, No. 101 NORTH 33rd STREET, PHILADELPHIA. 

WILSON BROTHERS <fc CO. 

Civil Engineers and Architect*. 

Philadelphia, p*. 


















PRIVATE RESIDENCE, 3912 WALNUT STREET, PHILADELPHIA. 



IT iCTkt:. . ' ;• • 

- 'T * ' P V ' 


• ■ i' 

* ■ 1 'i / .n;y 

iKWV- 

. (. 
■•‘■•V ..r ■ 

•' V .:*£ 1 


■ if ' • • 

; ?U . ■ 

■ 1 1 ■; 


Z . if. -• 

l« • lyt jt* - • 


■j'.fl.h 1 : 


f ■',V.v ;; 

2 .. -V f ’ll. f »* ' 




' • V 1 " ■ 




-3 

















































PRIVATE RESIDENCE, VILLA NOVA, PENNA. 


WILSON BROTHERS' <fc CO. 

Civil Eugiueers and Architects. 

Philadelphia, Pa. 





























✓ 








PRIVATE RESIDENCE. ROSEMONT, PENNSYLVANIA. 


WILSON BROTHERS 6 CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 







































































SEA SIDE COTTAGE, BEACH HAVEN, NEW JERSEY, 


WILSON BBOTHER8 dk CO. 

Civil ICngiueers and Architect*. 

Philadelphia, Pa. 





















































SEA SIDE COTTAGE, BEACH MA¥EN, NEW JERSEY. 

WILSON BROTHERS <fc CO. 

Civil Kugiueers ao«l Architects, 

PtJILADKLI'HlA, Pa. 




































































FAMILY VAULT. GREENWOOD CEMETERY, BROOKLYN, N. Y. 

WILSON BROTHERS <t CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 





















COTTAGE—STOCKTON BATH HOUSES, CAPE MAY, N. J. 

WILSON BROTHERS <fc CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 








































ijpAgSEN-GEiv (Station - 

5^04 NS>XVA\ IA 7^. P^.- 
pHlLAQELpMlA. 


IJTJTrUTTUTJTJTJTJlJTJTJTJTJTJTJTJXnJTJTJTnJ^ 

Architects, and Consulting Engineers. 47 


Ji)roaJ i3f]?ecf ^as server i3falior), j^cj^syUa^ia 1^. f^., 

^Ijiladelpl) ict. 


The Broad Street Passenger Station, the Philadelphia terminus of the 
numerous lines of the Pennsylvania Railroad, was opened to the public in 
January, 18S2, and is now well known throughout the country. 

The arrangement is peculiar, owing to the fact that the railroad tracks, 
after crossing the Schuylkill River, are carried on a brick arcade along the 
south side of Filbert Street, at a considerable elevation above the street, and 
enter the station at the level of the second floor. The first story thus becomes a kind of base¬ 
ment above ground, and is so treated architecturally. 

The front on Broad Street measures 193 feet 5 inches, and the depth on Filbert Street is 
122 feet 10 inches. On the right about 80 feet of the frontage is occupied by ticket offices, 
baggage-room (departing), 30 s 73, and a lobby, 40 x 80, for passengers in connection there¬ 
with, which lobby contains staii’s and elevators to the waiting-rooms on second floor. On 
the left about 34 feet is occupied by the exit staircase, behind which is the baggage-room 
(30 x 80) for arriving baggage. The central portion, about 80 feet, is left open from front to 
rear, providing a convenient passageway for carriages, to which passengers have access from 
either street under cover. 

In the second story the entire frontage on Broad Street is occupied by the ladies’ waiting-room (29x80), 
with private room (13x28) and toilet attached, and the dining-room (29x74). The restaurant (40x50) 
opens from the dining-room, and is served by private stair and dumb-waiters from kitchen above. The 
general waiting-room (50 x 80) adjoins the ladies’ waiting-room and the restaurant. It is approached by the 
entrance stair and elevators from first floor, and opens on the train lobby (30 x 190), 
extending the whole length of the building on rear (Fifteenth Street), and communicating 
with trains by gates. The exit stair descends directly from this lobby, and a baggage- 
lift is provided at each end, connecting with the baggage-rooms for arriving and departing 
baggage. The offices in the upper stories are approached from this lobby by a private 


GABLE. BROAD STREET. 





























































48 


Wilson Brothers & Co., Civil Engineers, 



stair and passage on the Filbert Street front, which also affords 
access to the toilet-rooms for gentlemen. 

The train-house, which begins at the gates from the lobby, 
extends about 450 feet in length to Sixteenth Street, being 
carried across Fifteenth Street on girders. It contains eight 
passenger tracks and platforms. 

Looking up Filbert Street from the Masonic Temple the 


view of the building is very pleasing, the color showing up 
richly against the white marble of the new City Hall, which 
sets well back, making a sort of piazza. (See sketch.) 

The style of the building is a modern adaptation of Gothic 
architecture. The eastern or principal front is divided into 
six unequal baj-s by piers and buttresses, flanked on the north 
by a clock-tower, and on the south by a gable, in which are 


the openings to the exit hall and stairs. The tower and two 
bays next to it include the ticket offices, lobby, entrance stairs, 
etc., the other bays being open through on the street level, so 
that carriages may drive under. 

The basement or first story is of granite, above which are 
three stories of red brick and terra-cotta. The second floor, as 
before mentioned, is at the level of the tracks, where all the 


principal apartments are located. The second story is therefore 
the principal one, and is so treated architecturally, the height 
of the large rooms being divided at either end by entresols. 

The piers are carried up, from their granite bases, in terra¬ 
cotta as far as the springing of the large windows of the 
second story, the jambs of which are decorated with slender 
terra-cotta columns, two to each side, with enriched shafts 


BROAD STREET STATION. 










































































ruxrLnjTrmjiJTji 

Architects, and Consulting Engineers. 


49 


and caps, from which rise the great arches of elaborate terra¬ 
cotta work in three orders. 

The transom lights are kept rectangular, forming spandrels 
under the arches, which are of terra-cotta, richly decorated. 
Over the piers between these arches are circular panels, con¬ 
taining finely modelled heads typical of the races of humanity, 
indicating the cosmopolitan character of the institution and its 
widespread benefits. The upper stories, being occupied by offices 
of the company, are more plainly treated, and the openings are 
made smaller and more numerous to suit the necessary sub¬ 
divisions. At the level of the fourth floor a balcony is got in the 
thickness of the wall, the face above being set back and the line of the wall face below 
carried up by buttresses, through which openings are pierced, making the balcony 
continuous. Two of the bays of this front are carried up through the cornice, and 
form gables, which contain windows lighting an attic story extending over the whole 
building, and serve to break the otherwise long lines of the cornice. The front on 
Filbert Street is treated in a similar manner, extending from the clock-tower to the 
bridge crossing Fifteenth Street, and connecting with train-house. 

The granite work is executed with extreme simplicity, the blocks being large, and 
the natural unworked surfaces being used wherever practicable. The mouldings and 
enrichments there used are bold and simple in character. The terra-cotta work, on 
the other hand, is very elaborate. The individual pieces are small, and plain surfaces 
are avoided as much as possible, to obviate the difficulties met with in manufacturing 
large pieces, and the bad effects of warping and shrinking. Delicacy and elaboration of detail natu¬ 
rally follow, qualities which characterize the ancient Italian work, and also the best modern English 
essays in this material. The red brick work is relieved by bands of moulded brick of the same color 
at intervals, which serve to break agreeably the plain surfaces without destroying the solid effect. 

The interior is thoroughly carried out in the same style as the exterior. In the lower story the 
walls of the lobby and stair halls are faced with enamelled brick in buff and white, with dado of 
chocolate and black, and frieze of white and blue in patterns. Caps and corbels, arches, skirtings, etc., 
are of blue marble. The ceiling is arched in brick between rolled iron beams, supported on heavy 
wrought-iron girders, which in turn are upheld by powerful cast-iron columns, consisting of a square 
centre section surrounded by a cluster of four shafts with caps and bases, from which spring orna¬ 
mental cast-iron brackets, in the shape of a quarter circle, connecting with the undersides of the 
girders. 


WINDOWS IN MAIN WAITING-ROOM. 


^-LmTJ-LTlJTJ-lJ-LrUTJTnjTJTJTriJ^ 



The iron work is all exposed to view, and decorated in colors 




















































































irLTirLTUU 


50 


r**nj«TjiJiJiJTJinjiivnJUlJUTJiJiniviiiiTJT^ irur/in njTJUTrm_rLnj 

Wilson Brothers & Co., Civil Engineers, 


laid with a pavement of asphalt, and the rest of this floor is 
artificial stone. The wood finish of this story is ash. The 
stairs to the waiting-rooms' above are marble, with a hand¬ 
some wrought-iron railing. 

In the second or principal story the jambs and arches of 
the openings are marble, and the floors marble tile, except 
in the lobbies, etc., where artificial stone is used in colored 
patterns wdth good effect. In the lobbies and other exposed 
portions the Avails are colored and enamelled bricks; elsewhere 
panelled wooden dadoes are used. 

The ceilings of the ladies’ waiting-room, dining-room, exit 
stair hall, and lobby to train-house are hard wood, divided 
into panels by the girders supporting the floors above, and 
subordinate moulded ribs running between them. 

In the ladies’ waiting-room, dining-room, and exit stair hall 
the ceiling is supported b}’ curved trusses springing from the 
walls at the same level as the springing of large windows, and 
resting on marble corbels built in the walls. These ai’ched 
trusses are quite elaborate in design, and add much to the 
beauty of the apartments. 



The waiting-rooms, dining-room, and ladies’ private room 
have large open fireplaces, and the transoms of windows and 
doors and the ceiling over main waiting-room are glazed with 
cathedral glass in lead, plate-glass being used elsewhere. 

The train-house is divided into two equal spans of 80 feet 
by a row of wrought-iron columns enclosed in ornamental open 
casings of cast-iron, which carry the roof trusses. These 
trusses are wrought-iron, in the form of a double segment, 
meeting at the ridge in a low Gothic arch, with ornamental 
struts and tie-rods. The walls are red pressed brick, divided 
into panels by moulded pilasters and arches, the pilaster caps 
being red terra-cotta, and the spandrels filled with buff moulded 
bricks, arranged in patterns. Along the base is a skirting of 
blue marble, and a moulded sill course of the same stone extends 
the whole length below the windows, which have semicircular 
heads following the lines of arches between the pilasters. 

Every provision has been made for the comfort and con¬ 
venience of passengers, and every detail, down to the seats 
and the push-plates on doors (one of which is shown on page 
45), has been carefully considered. 



UI njTn - n - ru ' mj ^^ vruTJTjirmjvrmjTjxjij-^^ L 







WILSON BROTHKKS «fc CO. 

Civil Kngiuccrs and Architects, 






















































































rUTJTJTJTJTJTJTJTJirmjTJTJOJlJTrLri^ 


Architects, and Consulting Engineers. 


51 


j^asserjcjcr Slafiot), Jc>alliir)ore arjd Jfoloiperc T^. Wasl)ir)^lor), D. C. 


This building is situated at the corner of Sixth and B 
Streets, having a depth of 96 feet on the former, and a front 
of 137 feet on the latter, exclusive of the roof which covers 
the passenger tracks. The main entrance is on B Street, and 
the ladies’ entrance on Sixth Street. 

There is ample accommodation on this ground-floor for 
passengers, there being a general waiting-room 40 x 68 feet, a 
ladies’ room 23x45 feet, a gentlemen’s room 20x37 feet, and 
a restaurant 45x55 feet, with kitchen, cellars, and all other 
necessary appliances. There are also on the same floor bag¬ 
gage-rooms, offices, lavatories, etc. 

The upper floors are laid out as offices for the Bailroad 
Company, and some dwelling-rooms for janitor, etc. 

The foundations of the building are stone supported on 
piles; the walls above ground are brick, faced with pressed 
brick, and relieved by dressings of Ohio stone, the base of 


the structure up to the sill level of the ground-floor windows 
being faced with Eichmond granite. The steps at entrance 
on each side are Eichmond granite, and the shafts of the col¬ 
umns are polished Aberdeen granite. A considerable amount 
of tile decoration has been introduced in the facework of walls 
with good effect. The interior of the building is finished in 
hard woods; the floors of the principal waiting-room, res¬ 
taurant, etc., are laid with tiles. The building is heated by 
steam. 

An iron roof 510 feet long by 130 feet wide, in one span, is 
attached to the building, and covers the passenger car tracks. 

This building has become historical from the fact of its 
being the place where President Garfield was assassinated. 
The exact spot where he fell is marked on the floor of the 
ladies’ room by a brass star, and the event is recorded by a 
marble tablet on the wall. 






. 






































































••XSTO-CC^LO 7YP9 


WCiXS Sc HOPE C3- 


PH1LAO ELPK1A 


PASSENGER STATION ON NEW YORK ELEVATED RAIL ROAD, NEW YORK CITY. 

WILSON BROTHERS <t CO. 

Civil Kugiuccrs ami Architects, 

i'uiLAUEt rni.\, Pa- 














































PASSENGER STATION, PENNSYLVANIA RAILROAD, BRYN MAWR, PENN. 

WILSON BROTHKRS & CO. 

Civil Koginecr* ami Architects, 

Philadelphia, Pa. 




















PASSENGER STATION. PENNSYLVANIA RAILROAD. ARDMORE. PENN. 


WILSON BROTHERS & CO. 

Civil Kngiueers ami Architects, 

PUILADKLrHlA, i*A. 



















dU 



WILSON’ BROTHERS ± CO. 

Civil Engineers azul Architects, 

Philadklphia, Va. 


PESSEKGER STHTION RT Mc¥EYT0V/N, PENNSYL¥flNIfl RAIL RORD. 































v/cusfc fcope co. 




PASSENGER STATION AND AGENT’S HOUSE COMBINED, AT HAWKINS, PENNSYLVANIA RAIL 


ROAD, 


WILSON' BROTHERS * CO. 

Civil Kugiuccrs and Arcliitocts, 


l'lllLAbat PIttA, 1* A. 

















































PmiLAOCIOMIA 


PASSENGER STATIONS ON NEW YORK. WEST SHORE & BUFFALO RAILROAD. 

WILSON BROTHERS & CO. 

Civil Engineers and Architects, 

PHILADKLHbiA, Pa. 









































































PASSENGER STATIONS ON NEW YORK, WEST SHORE & BUFFALO RAILROAD. 

1 WILSON BROTHERS & CO. 

Civil Kugiueers and Architects. 

Philadelphia, Pa 
























































































n/innnjuvumnnnnnniwinnnnnnnn^^ 


53 


njTj“uijxriJxrijijTj-Lri/ijLnjTJTJiJiJxn 


^^"^"^"^■^■JTrtJTrLrijTjTrLnLTLrLnrLrLrLnjTJTrLrLrLrLrLTL 

Wilson Brothers &. Co., Civil Engineers. 


^pnc Siaic hospital for flje Ipserpe, a! J^oiwisfo^, Jfer. 


This hospital was designed and constructed with the special 
object of providing suitable accommodation for the indigent 
insane at a reasonable cost. The plan adopted was that of 
two-story brick buildings, separated to afford ample air, light, 
and safeguards from fire, and to allow of properly classifying 
the inmates. The original construction, which covered seven 
ward buildings, boiler-house and laundry, kitchen building, 
chapel, and administration building, was commenced March 
21. 1>78, and completed February 17, 1880. Since that time 
there have been added one ward building, porter’s lod<;e. 
stables, and sundry farm and out-buildin^s. 

The hospital buildings are situated on an elevated plateau, 
with their main front lacing southeast, and are surrounded by 
extensive grounds. Portions of the land are under cultivation 
as farms or truck gardens, affording employment to certain 
classes of the inmates. The State owns about 300 acres of 
land in connection with the hospital. 

The group of buildings has a front of 1481 feet, and a 
depth of 913 feet. The general dimensions of the separate 
ward buildi:iga u —length. 277 feet; depth, 90 feet. 

Each ward building consists of a basement (which is used 
for steam heating ducts, passageways, and workshops) and 
two main stories, each of which contains two wards, giving 
four wards in each building. Each ward is complete in itself, 
having separate rooms, dormitory, dining-room, bath-room, 


etc., etc. All buildings are well supplied with water (including 
a nie service), are lighted by gas, and heated by steam fur¬ 
nished from the central boiler-house. The wards are ventilated 
by stacks, in which a draft is created by steam coils at their 
bases, thus drawing the foul air from the wards. All food is 
prepared in the general kitchen. 

The total expenditure for construction of buildings has 
been >599.850. The hospital has been in use since the summer 
of 1880, and now contains about 1350 patients, which, how¬ 
ever, is a greater number than should be, and the buildings 
are now overcrowded. The hospital will accommodate com¬ 
fortably about 1100 patients, and for this number the cost of 
construction would average about 8545 per bed. The admin¬ 
istration and supply buildings are adequate for a much larger 
population, and the capacity of the institution can be increased 
at a price per bed much less than that stated above. 

This institution is a new departure in the construction of 
hospitals for the insane, and demonstrates the fact that suita¬ 
ble accommodations can be provided for the indigent insane 
at a low cost, while retaining all necessary and important 
features, providing proper sanitary conditions, and avoiding 
extensive and unduly expensive administration buildings. The 
successful operation of this institution shows that a hospital 
for the insane need not necessarily be an immense and im- 
posing structure all under one roof. 




nJlfUU LHJ1JTJI/IJTJ1JTJU UTJTJTJTJTJTJTTIJTJTJTJTJ^ f' 
































\ 














STATE HOSPITAL FOR THE INSANE, NORRISTOWN, PENNA. 

WILSON BROTHERS <k CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 










rLTLarmjTjij^j^^ - nj ~ Ln - r i-njTjTrLriruTjTjxrxm^ 


Wilson Brothers & Co., Civil Engineers 


TLrLn-TLn-TUTriJTJTrirUTJTJTmTJTJTJTJTJTJTJXrUTJTnTLrL^ 

NGINEERS. cs 


Tbc e^Lalloip arjd Slocly-^arels oj^ itje ^ilaelclpljia: ^>focl^=^apcl (®! 


,orr>par)j. 


The Abattoir and Stock-Yards of the Philadelphia Stock- 
Yard Company are situated on the west side of the Schuylkill 
River, north of Market Street, and occupy an area of 21 acres. 

Cattle are discharged from cars at the western side of the 
abattoir, being brought in on a branch from the main line 
of the Pennsylvania Railroad. Another branch is devoted 
entirely to the delivery of sheep and hogs, serving the portion 
of the yard set apart for those animals. The whole enclosure 
is laid out in blocks and streets, the streets being carefully 
paved and drained, and well lighted at night with electric 
lights. The accommodations are as follows: 

1. Cattle-pens to hold 7300 head. 

2. Sheep-pens accommodating 10,000. 

3. Hog-pens of about the same capacity. 

4. Covered sheds for about 500 cows and calves. 

5. The main office and exchange building. 

6. Stables for storing and selling horses. 

7. The abattoir. 

8. Fat and refuse reducing department. 

The cattle-pens, 172 in number, are frame structures, only 
partly covered in, so as to give ample ventilation, and at the 
same time afford proper protection from the weather. The 
floors are paved with granite blocks, and are well drained. 
All the pens are provided with food-racks and water-troughs. 
The sheep enclosures are two in number, each 350x130 feet, 
and placed at the northern end of the establishment. They 
are roofed over and paved; each enclosure being divided into 


suitable compartments for wholesale or retail storage, and 
fodder-racks and water-troughs are provided where required. 

The hog-pens are situated to the east of the sheep-pens. 
Provision is made everywhere to ensure the utmost cleanliness, 
hut nowhere more particularly than here. The roof of the 
building is supported on light iron columns, and the pens are 
divided off with iron railings. The floors are laid with granite 
blocks grouted in cement, and they are formed with sides 
sloping to a central gutter, which descends in the other direc¬ 
tion to a transverse drain. A stream of water flows constantly 
along the gutter and carries off all impurities. 

The abattoir building is a substantial, permanent structure, 
having masonry foundations resting on timbers placed below 
low-water level. The main walls of the building above ground 
are brick. The main floor is supported throughout the interior 
of the building on cast-iron columns, a basement being formed 
below of 11 feet depth. Both the main floor and basement 
floor are covered with an asphalt pavement, which has suffi¬ 
cient slope to ensure perfect drainage. Two rows of wrought- 
iron columns carry the roof and divide the building into a 
central aisle of 50 feet width, and two side aisles of 30 feet each. 
The central aisle is covered with an arched roof springing 
40 feet above the main floor. The side aisles have a height 
of 20 feet from floor to springing line of roof. Ample light 
and ventilation ai'e had by large windows and louver ventil¬ 
ators in the roof. 

The work of slaughtering the cattle is carried on entirely 









56 


Wilson Brothers & 


on the main floor, the portion devoted to this purpose being 
divided off into pens, the floors of which are laid with heavy 
pine planking carefully caulked. The cattle are admitted by 
doors in the end of the building, through which they pass into 
the middle aisle, and thence by gates into the slaughtering- 
pens, the centre space being fenced off from the sides by iron- 
pipe railings. Each pen is provided with the requisite ap¬ 
paratus for slaughtering, and with appliances for hanging up 
the carcasses and dressed meat. The blood and refuse are 
removed to that part of the building devoted to their utiliza¬ 
tion, and an ample supply of hot and cold water is provided. 
The building is warmed by steam. The abattoir has a capacity 
for killing and dressing 1200 head of cattle daily. The sheep 
are slaughtered in the basement at the west end of the build¬ 
ing, where there is a row of raised pens paved with stone 


JTJTJTJTJTJTJTJTnjTJTJLTLn 


Co., Civil Engineers, 


and enclosed by a wire fence with iron posts. In front of 
these pens is a stone table with a gutter running around it for 
catching the blood of the slaughtered animals. 3000 sheep 
can be slaughtered and dressed here daily. At the east end 
of the basement is the engine and boiler department, the grade 
of the ground on the exterior coming to the basement floor 
at that point. The engine is 60 horse-power, and the boilers 
100 horse-power. In this part of the building is placed the 
plant for reducing the tallow, and for treating the blood and 
refuse from the animals. The latter possesses many inter¬ 
esting and novel features, and so complete are all the arrange¬ 
ments, that the business of the abattoir is carried on, practi¬ 
cally in the heart of a large city, without being in any way 
offensive. Every part of the animals slaughtered is utilized, 
and none of the refuse is allowed to pass into the river. 








P>-OTO-fOLLCT TP; 


WCM.S & HOPE CO. 


‘■hu-AOClPmi a 


ABATTOIR OF PHILADELPHIA STOCK-YARD CO., ON SCHUYLKILL RIVER, WEST PHILADELPHIA. 

WILSON BROTHKRS ± CO. 

Civil Eugiueers aud Architects, 

i'ltILADtt.t'tllA, Pa. 



























OFFICE BUILDING, BALDWIN LOCOMOTIVE WORKS, BROAD AND SPRING GARDEN STREETS, PHILADELPHIA. 

WILSON BROTHERS <k CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 



























PHOTO-COLLOTYPE WELLS Si HOPE CO. PHILADELPHIA 


SPRING GARDEN PUMPING STATION, PHILADELPHIA WATER DEPARTMENT, PHILADELPHIA, PA. 

WILSON BROTHERS <fc CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 
























TIMES BUILDING, 8th AND CHESTNUT STREETS, PHILADELPHIA. 
























INTERIOR. BUSINESS OFFICE OF “THE TIMES,” CORNER 8th AND CHESTNUT STREETS. PHILADELPHIA. 

WILSON BROTHERS b CO. 

CivU Engineers and Architects, 

PuiLiDiij’uii, Pa. 


























































* 

DIVINITY SCHOOL OF THE PROTESTANT EPISCOPAL CHURCH, WOODLANDS AVENUE AND 52nd STREET, PHILADELPHIA. 

WILSON BROTHERS <t CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 




















INDUSTRIAL HOME FOR BLIND WOMEN, PCWELTON AND SAUNDERS AVENUES, PHILADELPHIA. 

WILSON BROTHERS <fc CO. 

Civil Eugiueers and Architects, 

Philadelphia, Pa. 



















i Ji/injTjrnjTTuar^ 

Architects, and Consulting Engineers. 


iruxriJiTUTjTjTJTrmjinjTJTj^^ 

5 i 


[fpeskjfepietr) pospilerl, ]fl)iWelpl)ier. 


The Presbyterian Hospital in Philadelphia is situated in 
a pleasant and healthy location, at the corner of Thirty-ninth 
Stieet and Powelton Avenue, the area of ground occupied 
being nearly three acres. 

hen the hospital was first established there were several 
old buildings on the site which were temporarily adapted for 
service. The want of proper accommodation increasing, a 
male surgical pavilion ward was built in 1873, the principles 
of its arrangement being based on those of the United States 
Temporary Military Hospitals erected during the late war, 
which were afterwards extensively adopted in Germany during 
the Franco-German war, and also to a greater or less extent 
in some of the later European constructions. This building 
consists of only one story, and is comprised in a rectangular 
space of 38 x 143 feet, its position lengthwise being nearly 
north and south. It contains at the south end a sitting-room 
30 x 16 feet, communicating directly with a ward-room 30x88 
feet, the latter having a capacity of 28 beds. From the north 
end of the ward-room a hall 6 feet in width connects with an 
entrance from the street at the north end of the building. On 
the west side of this hall are the operating-room, 111 x 16 feet, 
and the nurses’ room, 11J x 14 feet, the latter having' a linen- 
closet 114x6 feet attached to it. On the east side are the 
baths, lavatories, water-closets, and a special diet kitchen 
11J x 10 feet. The foundations of the building: are stone, and 
the walls above are brick, built with an air space in the brick¬ 
work. The floor is raised five feet above the ground, and the 
space underneath is left open for the free circulation of air 
through arched openings in the brick walls along the sides of 
the building, the area of the ground within being covered 
with good asphalt pavement, to prevent moisture arising from 
it. The arrangements made for free ventilation are veiy com- 
8 


plete, the ward having ridge ventilation in addition to that 
from other sources. The windows are glazed double, and the 
building is heated by a hot-water circulating apparatus. This 
ward is shown in the centre of the group in our picture. 

In 1877 a women’s surgical pavilion ward, as shown in the 
foreground of the picture, was erected, having the same gen¬ 
eral principles of design as the former ward, but being more 
elaborate in character of finish, and having some improve¬ 
ments which experience with the other ward suggested. The 
building is of fine pressed brick, ornamented with belt courses 
of black bricks and encaustic tiles, and with Ohio sandstone 
and green serpentine stone trimmings around the doors and 
windows. It is one story in height, with a basement at each 
end, and an open space beneath the ward. It covers an area 
of 147 x33 feet, and at the rear end is.a fine porch (facing the 
south) for use of patients. The‘ward-room is in the centre of 
the building, being 94x30 feet area, and accommodating 28 
beds. At the south end is a large sitting-room, with special 
diet kitchen in the basement underneath. At the north end 
are the operating-rooms, water-closets, baths, linen-closets, etc. 
All the recent improvements and appliances for hospitals have 
been introduced, and the finish throughout is of the most 
approved kind for its purpose. 

The building is heated by indirect steam radiation, and the 
foul air is drawn off through registers under each bed into an 
ample ventilating shaft, 50 feet in height, through which a 
constant draft is maintained by heating, if necessary. The 
walls of the building are double, the windows double glazed, 
and the ward proper has ridge ventilation. In 1883 a women’s 
medical ward was built on almost the same plans as the ward 
first described, and which had proved such a success. This 
last ward is shown in the background of our pictux-e. 













PRESBYTERIAN H0SPITAL-39th STREET AND POWELTON AVENUE, PHILADELPHIA. 

WILSON BROTHERS <t CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 

































Wilson Brothers & Co., Civil Engineers. 


59 


TV Siofe IrjJusfpierl l^cfornyafory, 0! j 1 ur)fir)gdor). §0. 


In 1878 the Legislature of Pennsylvania authorized the 
construction of a penitentiary for the [Middle District of Penn¬ 
sylvania, and a commission was appointed to select a site and 
construct the institution. An exhaustive examination was 
made of all the sites offered within the district, which resulted 
in the selection of a location near Huntingdon, Pa. 

The general p>lan having been agreed upon, the foundations 
of the main enclosure walls were built; but in 1881 the Legis¬ 
lature passed an act changing the institution from a peniten¬ 
ts 1 ’} to a reformatory, which made necessary considerable 
modification in the plans of the buildings 

1 O 

Lnder successive appropriations there hare been con¬ 
structed the central guard-room, two ward buildings, dining 
building, and the kitchen and laundry building. The con¬ 
struction of the remaining buildings will be prosecuted during 
the coming season. 

The main wall encloses a space 680 x 680 feet square, con¬ 
taining 10^. acres. 

The administration building is located in the centre of the 
front, just outside of the walls, and includes the entrance gate¬ 
way. After entering the enclosure a visitor passes directlv 
into the centre building, which, on the ground-floor, fcontains 
a large open room with bathing pool in the middle. On the 
next, or main floor, is a guard-room which commands a view 
of all the wards. Above the guard-room is a chapel or general 
assembly room. 

There are four wards radiating from the central building. 


are in 


three tiers, and 
The 


The wards contain the cells, which 
which are generally 8x9 feet, and 8 feet 4 inches high, 
total number of cells in the four wards is 744. 

Adjacent to each ward is a building three stories high, 
containing school-rooms. 

In the rear of the central building, and connected with it 
by a two-story corridor, is the dining building, the first floor 
of which contains the dining-rooms, the second floor being 
utilized for sleeping apartments for the employees. Back of 
the dining-room is a building containing kitchen, laundry, etc. 

The system adopted for the reformatory is the “congre¬ 
gate” system. The inmates, who are supposed to be all first 
offenders, are to be graded into three classes, and be promoted 
from a lower to a higher class, according to merit and good 
behavior. The cells are to be used only for sleeping-rooms; 
the school-rooms are for the instruction of the various classes, 
and in the rear of the prison buildings there will be workshops, 
in which the inmates will be taught useful trades. The Legis¬ 
lature has not yet passed the necessary laws for the govern¬ 
ment of the institution, but it is the intention to make it a 
reformatory for young offenders, rather than a prison for the 
punishment of confirmed criminals, and it is expected that 
inmates will, by good behavior, be allowed to earn conditional 
liberty, reporting at regular intervals to the proper authorities, 
and liable to an immediate return to the institution for any 
failure to properly conduct themselves. 

The foundations of outer walls and buildings are stone 


^" u " u 'LTLnjrn^^L/i/mjinjrrL^ LrrnjTJTnjajTJT^^ irLri.TjTjTjTjTjTjTjTjTjTjxriJi/i/ijTJTjTjTj^^ 











60 


ILRJTJTJTJTJTJTJTJTJTJTJTJTJT/UTJTJTJTJTJTJirLnJTJTJTJl/LTlJl/ljaj^^ 

Wilson Brothers & Co., Civil Engineers, 


The work above ground is of brick. All floors are artificial 
stone over brick arches. The stairways and galleries are iron. 
The cells are entirely of brick masonry, with cement floors 
and iron-grating doors. Everything about the buildings is 
made strictly fire-proof. Water supply is had from a reservoir 
about half a mile distant, supplied by natural springs. The 
Juniata River, which flows parallel with the main front of the 
reformatory, and about 400 feet distance, with a fall from the 


grounds to the river of about 25 feet, affords ample opportu¬ 
nity for thorough drainage. 

Every precaution has been taken to ensure good ventila¬ 
tion and to meet the most rigid sanitary requirements. The 
buildings will be heated throughout by steam furnished from 
the boiler-house in rear of the kitchen building, and an engine 
located in the same building will drive the machinery in the 
workshops. 









STATE INDUSTRIAL REFORMATORY, HUNTINGDON, PENNSYLVANIA. 

WILSON BROTHERS 4 CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 











STORE, 26 SOUTH 7th ST,, PHILADELPHIA. 


O O 






























































WILSON BROTHERS k CO. 

Civil Engineers and Architects, 

PHILADKI.PHU, 











































STORE BUILDING, Nos, 121-123 MHRKET STREET, PHILHDELPHIH. 



































































BANKING HOUSE 


OF DREXEL & 


CO.. 


CORNER 5th RND CHESTNUT STREETS. PHILRDELPHIR. 


WILSON BROTHERS & CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 












































































































. 

















^H-n^-H-^^-^-^LTliTJTJTXUTJTJTJTJTJTJTJXriiXrUTJTJTJTJ^JXJTJlJTJTJXrUTJT/ 


Architects, and Consulting Engineers. 

Rrar^lir, Iijsfifufe Electrical Bx^Lifior, JiuiUiig, g^Welpljia. 


The building for the Electrical Exhibition of 1884 by the 
Franklin Institute being a temporary structure, was erected 
in the most economical manner; but at the same time an 
attempt was made to give it an attractive appearance by 
breaking the outline, or rather the sky-line, as much as was 
consistent with a due regard for economical construction and 
a convenient division of the interior space. The dimensions 
are 312 feet on Lancaster Avenue, 160 feet on Thirty-third 
Street, 283 feet on Foster Street, and 292 feet on Thirty-second 
Street; an irregular quadrilateral, with two right angles, Lan¬ 
caster Avenue being the diagonal street. This space was 
divided first into a parallelogram 160x283 feet, extending 
from Thirty-second to Thirty-third Street, and the full width 
of the frontage on the latter street. Through the centre of 
this parallelogram extends what might be called the nave (to 
borrow a term from ecclesiastical architecture), covered by an 
arched roof, the trusses of 100 feet span springing from the 
ground, and meeting in the centre at a height of 65 feet. On 
each side of this runs a side passage 30 feet wide, each end of 
which terminates in a tower 30 feet square. The 30 feet pas¬ 
sages are carried across the ends of the nave, between the 
towers, two stories high; and at the second floor level a gal¬ 
lery extends along each side of the nave, inside the curved 
trusses, connecting the second floor at the opposite end and 
completing the circuit of this part of the building. The trian¬ 
gular area I'emaining is covered by roofs of 30 feet span, with 
a tower at the corner of Thirty-second Street and Lancaster 
Avenue, hexagonal on plan, to suit the angle formed by the 
streets. 

The effect of the exterior is not unpleasing, as may be 
seen from the illustration, while the interior view through the 
arched nave, when filled with exhibits and brilliantly illumi¬ 
nated by electric lights, with its fountain playing, and the 


throngs of people moving about, presented quite an attractive 
picture. We are indebted to the Franklin Institute for the 
engraving on this page. 



INTERIOR VIEW. 


UTJTnJTJTTlJTJTJ^^ 





















PM'LAOCLPMIA 


FRANKLIN INSTITUTE ELECTRICAL EXHIBITION BUILDING, LANCASTER AVENUE AND 32d STREET, PHILADELPHIA 

WILSON BROTHERS <t CO. 

Civil Engineers and Architects, 

PblLADULPUlA, Pa. 


































MARKET HOUSE AT DEMARARA, SOUTH AMERICA. 


WILSON BROTHERS & CO. 

Civil Engineers and Architect, 

Pun.AOKLPBIA v Pa. 























PHILADELPHIA 


MARKET HOUSE AT DEM ARAR A, SOUTH AMERICA, SHOWING IRON WORK IN PROGRESS OF ERECTION. 

WILSON BROTHERS «fc CO. 

Civil Engineers nud Architects, 

Philadelphia, Pa. 




















































































































SAINT ANDREWS P. E. CHURCH, 36th AND BARING STREETS, PHILADELPHIA. 

WILSON BK0THKB3 & CO. 

Civil Engineers and Arcniieets, 

PiULADKf KHIA. Pa. 



























BRYN MfiWR HOTEL, BRYN MflVR. PENN’fl. 

WILSON BROTH KBS & CO. 

Civil Engineers and Arcuiieots, 

Phixaukt i*hia, Pa. 











Wilson Brothers & 



This hotel is situated on the summit of the Alleghany 
Mountains, 2200 feet above the sea, near the main line of the 
Pennsylvania Eailroad, and 15 miles west of Altoona. 

The style of architecture is such as to please the eye, and 
at the same time work in harmony with the most modern 
hotel requirements. 

The main building presents a frontage of nearly 300 feet, 
broken at the centre and ends by projections, those at the 
ends being flanked by circular towers which rise to a hei°-ht 
of 100 feet. The structure is U” form in plan, the end pro¬ 
jections extending 220 feet to the rear, and the whole is sur¬ 
rounded by a piazza 16 feet in width, affording an extensive 
promenade. There are four floors and a basement, the latter 
constructed of stone, and the portion above of timber. The 
upper part of the exterior is finished with California redwood 
shingles, which add to the architectural effect. The basement 
affords ample space for children’s play-rooms, billiard-room, 
barber-shop, and other offices. The main floor has a grand 
parlor 91 x43 feet, two smaller parlors, a dining-room 220x43 
feet, an office, reading-room, etc.; but the great feature on this 
floor is the “Social Hall,” a room opening out from the main 
hall, octagonal in form (like an immense bay), 44x30 feet, 


isTJTJTJTJTJTTUTJTJTnJTJTJTrirLnJT^^ 



Co., Civil Engineers. 


63 


ouse 


, e 


re-ssor). 


and furnished with a large, old-fashioned fireplace in addition 
to the fireplace in the hall, thus adding much to the cheerful 
and home-like comfort of the house. 

I he bedrooms are large and airy, providing accommoda¬ 
tions for over 500 guests without crowding, and on each floor 
there are ample bathing and other facilities. Cottages near 
the hotel accommodate 300 additional guests, all of whom take 
their meals at the hotel. 

W ide, easy stairways communicate with the different floors, 
so arranged in the ends of the corridors as to ensure safe exit 
in case of fire. There is also an elevator to all of the stories, 
provided with an Ellithorpe safety air-brake. 

The kitchen and laundry departments are in a two-story 
fire-proof building, entirely separate from, but adjacent to and 
connected with, the main house, and there is also a separate 
building for children’s dining-room, connected by porch cor¬ 
ridors with the main building. Underneath the children’s 
dining-room is the bowling-alley. 

The building is. lighted with gas and warmed by steam. 
Water is pumped from natural springs of remarkable purity 
into an elevated reservoir which commands the whole build¬ 
ing, and from which it is distributed throughout the house. 

















PMU.AOei.PHIA 


MOUNTAIN HOUSE, CRESSON SPRINGS, PENNfl. 


WrLSON BROTHERS £ CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 




















Wilson Brothers & Co., Civil Engineers. 


65 




Jcrgarrjore 




The Sagamore Hotel is situated on a high point of Green 
Island, Lake George, 1ST. Y., in the best possible position to 
obtain the cool summer winds across the water, and secure 
a lovely view ot the lake and the surrounding mountains. 
The design of the building may be said to be unique in the 
fact that all the rooms are front rooms, delightful views being 
bad in all directions. Being located on a hill-side, advantage 
has been taken of this to arrange the various floors to suit the 
slope, and the first, second, and third floors in reality all be¬ 
come ground-floors, exit being bad from some part of each one 
directly to the grounds without the use of stairways. This 
feature gives a charming variety to the interior arrangement, 
which has been remarked and appreciated by all those who 
visit the hotel. There are large and airy rooms for about 300 

guests, and in many of the rooms there are open fireplaces. 

9 


Electric bells are provided, and the house is lighted through¬ 
out with the Edison incandescent electric light. A hydraulic 
elevator communicates with all floors. Ample water and 
bathing facilities are provided, the water being brought from 
a famous mountain spring two miles distant. The "sanitary 
anangements throughout are very complete, the sewage being 
disposed ot by a thorough system of subsoil drainage on 
favorable ground some distance from the building. 

Green Island, about seventy acres in extent, is well wooded, 
and is laid out in walks and drives; a handsome rustic bridge 
connects it with the main land on the west side. 

The whole of the work, including bridge, steamboat land¬ 
ing, dock for row-boats, etc., has been carried out from our 
designs and under our direction. 


















SAGAMORE HOTEL, GREEN ISLAND, LAKE GEORGE, N. Y. 

WILSON - BROTH KRS Jk CO. 

Civil Kugiueera aud Architect*, 

Philadelphia, Pa. 

















Wilson Brothers & Co., Civil Engineers. 


67 

^sirorjorrjieal 0 bscrvafory, Wesl Jfoir )i, f). y. 


Passengers by the New York, West Shore and Buffalo Rail¬ 
road,. along the Hudson River, will notice that the train passes 
through a tunnel under the rocky headland on which stands 
the United States Military Academy at West Point. When 
the tunnel was projected it was well understood, both by the 
government and the railroad company, that the vibration 
caused by passing trains would be sufficient to destroy the 
accuracy of the delicate instruments employed in the Astro¬ 
nomical Observatory, and this was provided for by the con¬ 
struction of a new building located on higher ground, and far 
enough fiom the railroad to be entirely free from vibration. 
Its dome can be seen from the river, overtopping the trees on 
the western bank, about balf a mile southwest of the other 
buildings, and nearly the same distance southeast of old Fort 
Putnam. 

The building consists of a central apartment, around which 
aie grouped four wings in the shape of a Greek cross, their 
axes coinciding with the cardinal points of the compass. The 
central part measures 31 feet square out to out, and each of 
the three wings projecting east, west, and south is 27 feet long 
b\ 20 feet wide, the outer end having a half octagonal termi¬ 
nation. The north wing differs from the others, terminating 
in a parallelogram 20 x 36 feet, with axis east and west, the 
extreme projection from central part being 44 feet 6 inches. 

dm 0 tlius measures 85 feet from east to west by 102 
feet 6 inches north and south. The central part is two stories 
high, the upper story being covered by a dome constructed of 
pajier with wooden ribs, such as are used in the construction 
of the racing “shells 7 ’ now so much used by boat clubs, and 
contains the great “equatorial” telescope. The dome has a 
slit down one side from apex to base, and is arranged to 
revolve on a track on top of the walls, so as to bring the 
openings in any desired position. Some novel and ingenious 


mechanism is displayed in the construction of the rolling gear 
and also the shutter which closes the opening. 

The square plan of the central apartment is brought to a 
circular shape above to receive the revolving dome by a vault 
of concrete springing from the second floor level. .Just below 
the top of the circular wall and above the roofs of the wing 
buildings a balcony of granite with ornamental iron railing 
extends all around the exterior of the central apartment. 
Another balcony (of iron) runs around the inside, level with 
the top of the wall, where the track for revolving the dome 
is set. The lower story in the central part serves as a hall to 
give access to the other apartments which open out of it, the 
entrance door being at the southeast angle. Through'this 
room rises the pier which supports the telescope in the* dome. 
It is a frustum of a cone, 12 feet in diameter at the base, and 
6 feet at the top, and is built of concrete, as are all the founda¬ 
tions for the other instruments. 

The apartment on the east is called the “Transit” room, 
and that on the south the “ Prime vertical” room, from the 
names of the instruments used in them. Both of these rooms 
have windows in the sides extending up to top of walls, where 
they connect with an opening carried across the roof, so as to 
allow the instrument to be swung through an arc of 180 
degrees vertically. 

The west wing contains workshops in the first story and 
basement. The north wing contains rooms for the use of 
officers on duty at the observatory, and a hall, in which there 
is a stairway to the upper story. 

The construction of the building is substantial, and as 
nearly fireproof as the avoidance of combustible materials can 
make it. The general effect is of solidity and permanence, 
and not without a simple dignity befitting a government 
building. 










4 




% 






































ASTRONOMICAL OBSERVATORY, UNITED STATES MILITARY ACADEMY, VEST POINT, N. Y. 

WILSON BROTHERS A CO. 

Civil Engiueers and Architects, 

Philadelphia, Pa. 











































Wilson Brothers & Co., Civil Engineers. 


69 



is permanently dedicated to the people of the town of Wood- 
stock and of the towns in the immediate vicinity, also to 
strangers visiting the town, under proper and necessary re¬ 
strictions, but free of all charge and expense. 

The architectural stjde selected for the building was sug¬ 
gested by the name “Norman,” and has been carried out as 
consistently as a due regard for modern requirements and 
refinement would permit. The principal materials employed 
in the construction of the work are native to the State of 
V ermont. Gray Barre granite has been used for the base, 
steps, doorsills, etc., and the same material, polished, forms 
the shafts of the columns in the front arcade. The other cut- 
stone work is gray Isle La IVIotte limestone, and all the walls 
are faced with red Burlington stone, laid as broken range 
work, the stones being squared, but of varying sizes. At the 
base of the front gable over the entrance, in antique Roman 
letters, is the inscription, “The Norman Williams Public 
Library,” and some courses above it is the date, “Anno Domini 
MDCCCLXXXIII.” 

The roof is covered with slate, and the ridge cresting is 
terra-cotta. The chimneys are of red stone capped with richly- 
carved gray stone. 

The plan of the building is simple, the general outline 
being “ T” shaped, with the entrance in the centre of the 
head of the letter through an arcade which encloses a recessed 
porch. This porch has walls of finely-cut Isle La Motte stone, 
marble-tiled floor, and a heavily-panelled wooden ceiling. On 
either side of the door, on the walls of the porch, are bronze 


PART OP ENTRANCE PORCH. 


The Norman Williams Public Library, at Woodstock, Vt., 
was erected and endowed as a perpetual memorial of the 
late Norman Williams and Mary Ann Wentworth Williams, his 
wife, by their son, Dr. Edward H. Williams, and its entire use 













xjT.njTjTjTjrn/iri.nxLrLrtruTJTriJTJiJiJiJinjiruxriJiJTJTrLri^^ 


70 


Wilson Brothers & Co., Civil Engineers. 


tablets. The tablet on the left bears the following inscription : 
“ In loving memory of NORMAN WILLIAMS and MARY 
ANN WENTWORTH WILLIAMS, his wife, this building 
is erected by their son, Edward Higginson Williams.” The 
tablet on the right contains two bronze medallions in bas- 
relief, life-size, of Mr. and Mrs. Williams. 

On the right of the entrance, opening on a cross hall 8 feet 
wide, is the reading-room, 18x27 feet floor area and 131 feet 
in height. It has a panelled dado and ceiling, and a large fire¬ 
place, -with mantel executed in light red terra-cotta. The 
walls of this room above the dado are lined with Lincrusta- 
Walton and shaded with colored bronzes. 

On the left, corresponding with the reading-room, are 
located the reference-room and the librarian’s office, each 
18 x 131 feet floor area, and of the same height as the 
reading-room. The style of finish corresponds with that of 
the reading-room, except that the walls are plastered and 
painted a salmon color. There is a terra-cotta mantel of 
small dimensions, with open fireplace, in the corner of each 
room. 

The Library, or book-room, occupies an extension at the 
rear, and is a handsome apartment 54£ x 251 feet, lighted from 
both sides by windows arranged in groups of three, and placed 


between the piers supporting the curved roof-trusses which 
span the room. The roof-trusses are 11 feet apart between 
centres, and are exposed to view up to the collar-beam, giving 
a clear height of 24} feet. The book-cases are arranged with 
their ends to the walls, two to each bay. Each case is 8 feet 
long by 2} feet deep and 8 feet high, leaving a space of 3 feet 
between opposite faces. The windows are placed above the 
floor high enough to clear the tops of the cases, w T hich there¬ 
fore do not obstruct the light. The walls between the book¬ 
cases, and elsewhere around the room, are lined to the height 
of the window-sills (8 feet) with variegated Vermont marbles 
polished ; above that the walls and ceiling between the rafters 
are plastered with a sand finish. The ceiling is divided into 
panels by moulded wooden ribs, and walls and ceilings are 
painted on the plaster a pale apple-green color. 

All the interior work is Georgia pine, finished to show its 
natural warm color. The windows are glazed with plate-glass, 
and have special winter sashes to go on outside. One window 
in the rear gable has stained glass. The building is lighted 
by gas and heated by steam. The gas fixtures are a great 
feature in the ornamentation of the building, being made in 
rare taste from special designs. They are in old gold color, 
very massive, and of antique form. 




sJ^> 


e) 




H-H<- 








NORMAN WILLIAMS MEMORIAL LIBRARY BUILDING, WOODSTOCK, VERMONT. 


WILSON BROTHERS <fc CO. 

Civil Engineers and Architects, 

Philadelphia, Pa. 





























' 





• • -'J' 

tfV - ~ 












, 







-» v . ~x/>•> - 


J* „ -*« 


•. ' . v ^..- 






\ 


■' , , • 









i 




* • V . , < 


•:' T • 









: • ,/ - • 





' if 


,/-■ - 



L > * 










. • 





** • t - i ■; 

V 

' » 


* * .V 


, v - ' - ■ -V • , 




l X 


r 


■ 


; ■' ; . . *** ■« 

‘ 


■ ; * f$V -$f. % * 



r'SRMlta -v 

v 







































